Aerodynamic drag reducing apparatus

ABSTRACT

An aerodynamic drag reducing apparatus is adapted for mounting behind a vehicle. The aerodynamic drag reducing apparatus includes a side panel, an actuator arrangement, a top panel, and an interconnecting member. The side panel is adapted to move between a deployed position and a stowed position. The actuator is mounted between the side panel and the vehicle. The top panel is adapted to move between a deployed position and a stowed position. The interconnecting member is connected between the side panel and the top panel. The interconnecting member coordinates movement between the side and top panels such that they each move together between the deployed positions and the stowed positions, respectively. One or more of the panels may be mounted to a door of the vehicle via deformable hinges and/or deformably mounted hinges and thereby allow the door to open compactly against a side of the vehicle by deforming the panels, the hinges, and/or the mounts of the hinges.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. Provisional PatentApplication Ser. Nos. 61/836,660, entitled AERODYNAMIC DRAG REDUCINGAPPARATUS, and filed on Jun. 18, 2013; 61/843,261, entitled AERODYNAMICDRAG REDUCING APPARATUS, and filed on Jul. 5, 2013; and 61/858,598,entitled AERODYNAMIC DRAG REDUCING APPARATUS, and filed on Jul. 25,2013, the disclosures of which are hereby incorporated by reference intheir entireties.

BACKGROUND

It is known that a significant amount of aerodynamic drag is createdwhen a vehicle travels at velocities typical on a modem roadway. This,in large part, is due to areas of low pressure that act on rear surfacesof the vehicle. The low pressure becomes more pronounced as airflow overthe vehicle separates from surfaces of the vehicle. The phenomenon ofairflow separation is also well known in aircraft wing design and, inthis case, causes the aircraft wing to stall.

Vehicles with blunt rear ends are especially affected by airflowseparation starting at an abrupt transition to the near vertical rearend surfaces. The low pressure that the airflow separation causes iscompounded by a relatively large area that the low pressure acts overcompared with more streamlined vehicles.

The low pressure acting on the rear surfaces of the vehicle as it movesproduces a force that resists forward motion of the vehicle. The forceis opposed by the vehicle's engine and requires power that is typicallyproduced by burning fuel. Any reduction in aerodynamic drag results in areduction in fuel consumption.

In a period of high fuel prices, increasing fuel efficiency is a growingconcern. Aerodynamic improvements are especially valuable since they canbe combined with other improvements such as engine efficiency, reducedchassis weight, etc. Increasing the fuel efficiency also provides avaluable benefit of increasing a range that a given vehicle can travelbetween refueling stops.

SUMMARY

One aspect of the present disclosure relates to an aerodynamic dragreducing apparatus adapted for mounting behind a vehicle. Theaerodynamic drag reducing apparatus may include a side panel, anactuator arrangement, a top panel, and an interconnecting member. Theside panel may be adapted to move between a deployed position and astowed position. The actuator arrangement may be connected between afirst connection to the side panel and a second connection to thevehicle. The actuator arrangement may define an actuator extension axisbetween the first connection and the second connection. The top panelmay be adapted to move between a deployed position and a stowedposition. The interconnecting member may be connected between the sideand top panels and may coordinate movement between the side and toppanels such that they each move together between the deployed positionsand the stowed positions, respectively.

Another aspect of the present disclosure relates to an aerodynamic dragreducing apparatus adapted for use adjacent a rear door of a vehicle.The aerodynamic drag reducing apparatus includes a panel mountingarrangement and an aerodynamic panel. The panel mounting arrangementincludes a vehicle attachment and a panel attachment. The panel mountingarrangement is attached to the vehicle at the vehicle attachment. Thepanel mounting arrangement is configurable at a first configuration anda second configuration. The aerodynamic panel is attached to the panelmounting arrangement at the panel attachment and is moveable between adeployed position substantially behind a rear of the vehicle and acompact stowed position substantially alongside a side of the vehicle.The panel mounting arrangement is configured at the first configurationwhen the aerodynamic panel is at the deployed position. The panelmounting arrangement is configured at the second configuration when theaerodynamic panel is at the compact stowed position. A distance betweenthe vehicle attachment and the panel attachment of the panel mountingarrangement is reduced when the panel mounting arrangement isreconfigured from the first configuration to the second configuration.

A variety of additional aspects will be set forth in the descriptionthat follows. These aspects can relate to individual features and tocombinations of features. It is to be understood that both the foregoinggeneral description and the following detailed description are exemplaryand explanatory only and are not restrictive of the broad concepts uponwhich the embodiments disclosed herein are based.

BRIEF DESCRIPTION OF THE DRAWINGS

Non-limiting and non-exhaustive embodiments are described with referenceto the following figures, which are not necessarily drawn to scale,wherein like reference numerals refer to like parts throughout thevarious views, unless otherwise specified.

FIG. 1 is a perspective view of a vehicle with an aerodynamic dragreducing apparatus mounted on a rear end of the vehicle, the aerodynamicdrag reducing apparatus illustrated in a deployed configuration,according to the principles of the present disclosure;

FIG. 2 is another perspective view of the vehicle and the aerodynamicdrag reducing apparatus of FIG. 1;

FIG. 3 is an enlarged portion of FIG. 1;

FIG. 4 is a partial enlarged perspective view of the vehicle and theaerodynamic drag reducing apparatus of FIG. 1;

FIG. 5 is the perspective view of FIG. 1, but with the aerodynamic dragreducing apparatus illustrated in a stowed configuration;

FIG. 6 is the perspective view of FIG. 2, but with the aerodynamic dragreducing apparatus illustrated in the stowed configuration;

FIG. 7 is an enlarged portion of FIG. 5;

FIG. 8 is the partial enlarged perspective view of FIG. 4, but with theaerodynamic drag reducing apparatus illustrated in the stowedconfiguration;

FIG. 9 is the perspective view of FIG. 1, but with the aerodynamic dragreducing apparatus illustrated in the stowed configuration and doors ofthe vehicle open;

FIG. 10 is the perspective view of FIG. 2, but with the aerodynamic dragreducing apparatus illustrated in the stowed configuration and the doorsof the vehicle open;

FIG. 11 is an enlarged portion of FIG. 9;

FIG. 12 is the partial perspective view of FIG. 4, but with theaerodynamic drag reducing apparatus illustrated in the stowedconfiguration and the doors of the vehicle open;

FIG. 13 is a perspective view of a first example embodiment of a dragreducing apparatus adapted for use with the vehicle of FIG. 1,illustrated in a deployed configuration, according to the principles ofthe present disclosure;

FIG. 14 is the perspective view of FIG. 13, but with a top panel of thedrag reducing apparatus shown in phantom outline;

FIG. 15 is another perspective view of the drag reducing apparatus ofFIG. 13;

FIG. 16 is the perspective view of FIG. 15, but with the door of thevehicle shown in phantom outline;

FIG. 17 is a side elevation view of the drag reducing apparatus of FIG.13, the side elevation view illustrating an outside portion of the dragreducing apparatus;

FIG. 18 is a side elevation view of the drag reducing apparatus of FIG.13, the side elevation view illustrating an inside portion of the dragreducing apparatus;

FIG. 19 is the perspective view of FIG. 13, but with the drag reducingapparatus illustrated in a transitional configuration;

FIG. 20 is the perspective view of FIG. 14, but with the drag reducingapparatus illustrated in the transitional configuration of FIG. 19;

FIG. 21 is the perspective view of FIG. 15, but with the drag reducingapparatus illustrated in the transitional configuration of FIG. 19;

FIG. 22 is the perspective view of FIG. 16, but with the drag reducingapparatus illustrated in the transitional configuration of FIG. 19;

FIG. 23 is the side elevation view of FIG. 17, but with the dragreducing apparatus illustrated in the transitional configuration of FIG.19;

FIG. 24 is the side elevation view of FIG. 18, but with the dragreducing apparatus illustrated in the transitional configuration of FIG.19;

FIG. 25 is the perspective view of FIG. 19, but with the drag reducingapparatus illustrated in a transitional configuration that is fartherfrom the deployed configuration of FIG. 13 than the transitionalconfiguration of FIG. 19;

FIG. 26 is the perspective view of FIG. 20, but with the aerodynamicdrag reducing apparatus illustrated in the transitional configuration ofFIG. 25;

FIG. 27 is the perspective view of FIG. 21, but with the aerodynamicdrag reducing apparatus illustrated in the transitional configuration ofFIG. 25;

FIG. 28 is the perspective view of FIG. 22, but with the aerodynamicdrag reducing apparatus illustrated in the transitional configuration ofFIG. 25;

FIG. 29 is the side elevation view of FIG. 23, but with the aerodynamicdrag reducing apparatus illustrated in the transitional configuration ofFIG. 25;

FIG. 30 is the side elevation view of FIG. 24, but with the aerodynamicdrag reducing apparatus illustrated in the transitional configuration ofFIG. 25;

FIG. 31 is the perspective view of FIG. 13, but with the aerodynamicdrag reducing apparatus illustrated in a stowed configuration;

FIG. 32 is the perspective view of FIG. 14, but with the aerodynamicdrag reducing apparatus illustrated in the stowed configuration of FIG.31;

FIG. 33 is the perspective view of FIG. 15, but with the aerodynamicdrag reducing apparatus illustrated in the stowed configuration of FIG.31;

FIG. 34 is the perspective view of FIG. 16, but with the aerodynamicdrag reducing apparatus illustrated in the stowed configuration of FIG.31 and with the door of the vehicle including a second lock rod;

FIG. 35 is the side elevation view of FIG. 17, but with the aerodynamicdrag reducing apparatus illustrated in the stowed configuration of FIG.31;

FIG. 36 is the side elevation view of FIG. 18, but with the aerodynamicdrag reducing apparatus illustrated in the stowed configuration of FIG.31;

FIG. 37 is a perspective view of a second example embodiment of a dragreducing apparatus adapted for use with the vehicle of FIG. 1,illustrated in a deployed configuration, according to the principles ofthe present disclosure;

FIG. 38 is a partial bottom plan view of the drag reducing apparatus ofFIG. 37;

FIG. 39 is a perspective view of the drag reducing apparatus of FIG. 37,illustrated in a transitional configuration;

FIG. 40 is an enlarged portion of FIG. 39;

FIG. 41 is an enlarged portion of FIG. 39;

FIG. 42 is the perspective view of FIG. 37, but with the drag reducingapparatus illustrated in a transitional configuration that is fartherfrom the deployed configuration of FIG. 37 than the transitionalconfiguration of FIG. 39;

FIG. 43 is the partial bottom plan view of FIG. 38, but with the dragreducing apparatus illustrated in the transitional configuration of FIG.42;

FIG. 44 is the perspective view of FIG. 37, but with the drag reducingapparatus illustrated in a stowed configuration;

FIG. 45 is the bottom plan view of FIG. 38, but with the drag reducingapparatus illustrated in the stowed configuration of FIG. 44;

FIG. 46 is the perspective view of FIG. 44, but with a handle of anactuator of the drag reducing apparatus folded up;

FIG. 47 is the bottom plan view of FIG. 45, but with the handle of theactuator of FIG. 46 folded up;

FIG. 48 is a perspective view of a third example embodiment of a dragreducing apparatus adapted for use with the vehicle of FIG. 1,illustrated in a deployed configuration with a side panel shown inphantom outline, according to the principles of the present disclosure;

FIG. 49 is an enlarged portion of FIG. 48;

FIG. 50 is an enlarged portion of FIG. 48;

FIG. 51 is a partial cross-sectional bottom plan view of the dragreducing apparatus of FIG. 48, illustrated in a transitionalconfiguration with a bottom panel and a side-bottom connecting panelshown in phantom outline;

FIG. 52 is the enlarged view of FIG. 50, but with a handle of anactuator of the drag reducing apparatus unhooked from a hook;

FIG. 53 is the enlarged view of FIG. 52, but with the handle of theactuator of FIG. 52 rotated thereby releasing a torsional deploying loadof the actuator;

FIG. 54 is the perspective view of FIG. 48, but with the drag reducingapparatus illustrated in a transitional configuration with the handle ofthe actuator of FIG. 52 further rotated;

FIG. 55 is an enlarged portion of FIG. 54;

FIG. 56 is an enlarged portion of FIG. 54;

FIG. 57 is the perspective view of FIG. 48, but with the drag reducingapparatus illustrated in a stowed configuration and the handle of theactuator of FIG. 52 further rotated;

FIG. 58 is an enlarged portion of FIG. 57;

FIG. 59 is the enlarged portion of FIG. 58, but with the handle of theactuator of FIG. 52 further rotated thereby applying a torsional stowingload of the actuator;

FIG. 60 is a perspective view of the drag reducing apparatus of FIG. 48illustrated in the stowed configuration;

FIG. 61 is an enlarged portion of FIG. 60 illustrating the handle of theactuator of FIG. 52 hooked within another hook;

FIG. 62 is the enlarged portion of FIG. 59, but with the handle of theactuator of FIG. 52 hooked in the hook of FIG. 61;

FIG. 63 is a perspective view of a fourth example embodiment of a dragreducing apparatus adapted for use with the vehicle of FIG. 1,illustrated in a deployed configuration, according to the principles ofthe present disclosure;

FIG. 64 is another perspective view of the drag reducing apparatus ofFIG. 63, illustrated in the deployed configuration with the door of thevehicle shown in phantom outline;

FIG. 65 is the perspective view of FIG. 63, but with the drag reducingapparatus illustrated in a transitional configuration;

FIG. 66 is the perspective view of FIG. 64, but with the drag reducingapparatus illustrated in the transitional configuration of FIG. 65;

FIG. 67 is the perspective view of FIG. 63, but with the drag reducingapparatus illustrated in a stowed configuration;

FIG. 68 is the perspective view of FIG. 64, but with the drag reducingapparatus illustrated in the stowed configuration of FIG. 67;

FIG. 69 is an enlarged partial perspective view of an actuator of thedrag reducing apparatus of FIG. 63;

FIG. 70 is an enlarged partial elevation view of the actuator of FIG.69;

FIG. 71 is a perspective view of a fifth example embodiment of a dragreducing apparatus adapted for use with the vehicle of FIG. 1,illustrated in a stowed configuration, according to the principles ofthe present disclosure;

FIG. 72 is an enlarged portion of FIG. 71;

FIG. 73 is an enlarged portion of FIG. 71;

FIG. 74 is the perspective view of FIG. 71, but with the door of thevehicle shown in phantom outline;

FIG. 75 is an enlarged portion of FIG. 74;

FIG. 76 is an enlarged portion of FIG. 74;

FIG. 77 is the perspective view of FIG. 74, but with a latch system ofthe drag reducing apparatus released and a bumping actuator of the dragreducing apparatus activated;

FIG. 78 is an enlarged portion of FIG. 77;

FIG. 79 is an enlarged portion of FIG. 77;

FIG. 80 is a perspective view of the drag reducing apparatus of FIG. 71illustrated in a deployed configuration;

FIG. 81 is an enlarged portion of FIG. 80;

FIG. 82 is an enlarged portion of FIG. 80;

FIG. 83 is an enlarged portion of FIG. 80;

FIG. 84 is the perspective view of FIG. 80, but with a cutaway takenthrough a center-line of an actuator shaft and a center-line of anactuator handle;

FIG. 85 is an enlarged portion of FIG. 84;

FIG. 86 is an enlarged portion of FIG. 84;

FIG. 87 is an enlarged partial cross-sectional perspective view with acutaway illustrating the bumping actuator of FIG. 77;

FIG. 88 is an enlarged partial cross-sectional perspective view with acutaway illustrating the latch system of FIG. 77;

FIG. 89 is the enlarged partial cross-sectional perspective view of FIG.87, but with the bump actuator activated;

FIG. 90 is the enlarged partial cross-sectional perspective view of FIG.88, but with the latch system illustrated in a releasing configuration;

FIG. 91 is a perspective view of a sixth example embodiment of a dragreducing apparatus adapted for use with the vehicle of FIG. 1,illustrated in a deployed configuration, according to the principles ofthe present disclosure;

FIG. 92 is another perspective view of the drag reducing apparatus ofFIG. 91, illustrated in the deployed configuration;

FIG. 93 is the perspective view of FIG. 91, but with the drag reducingapparatus illustrated in a transitional configuration;

FIG. 94 is the perspective view of FIG. 92, but with the drag reducingapparatus illustrated in the transitional configuration of FIG. 93;

FIG. 95 is the perspective view of FIG. 93, but with the drag reducingapparatus illustrated in a transitional configuration that is fartherfrom the deployed configuration of FIG. 91 than the transitionalconfiguration of FIG. 93;

FIG. 96 is the perspective view of FIG. 94, but with the drag reducingapparatus illustrated in the transitional configuration of FIG. 95;

FIG. 97 is a perspective view of a seventh example embodiment of a dragreducing apparatus adapted for use with the vehicle of FIG. 1,illustrated in a deployed configuration, according to the principles ofthe present disclosure;

FIG. 98 is another perspective view of the drag reducing apparatus ofFIG. 97, illustrated in the deployed configuration;

FIG. 99 is still another perspective view of the drag reducing apparatusof FIG. 97, illustrated in the deployed configuration with a top panelof the drag reducing apparatus shown in phantom outline;

FIG. 100 is an enlarged portion of FIG. 99;

FIG. 101 is an enlarged portion of FIG. 99;

FIG. 102 is a perspective view of the drag reducing apparatus of FIG.97, illustrated in a transitional configuration;

FIG. 103 is an enlarged portion of FIG. 102;

FIG. 104 is an enlarged portion of FIG. 102;

FIG. 105 is a perspective view of the drag reducing apparatus of FIG.97, illustrated in a transitional configuration that is farther from thedeployed configuration of FIG. 97 than the transitional configuration ofFIG. 102;

FIG. 106 is an enlarged portion of FIG. 105;

FIG. 107 is an enlarged portion of FIG. 105;

FIG. 108 is a perspective view of the drag reducing apparatus of FIG.97, illustrated in a transitional configuration that is still fartherfrom the deployed configuration of FIG. 97 than the transitionalconfiguration of FIG. 105;

FIG. 109 is an enlarged portion of FIG. 108;

FIG. 110 is a cross-sectional bottom plan view of the drag reducingapparatus of FIG. 97, illustrated in a stowed configuration;

FIG. 111 is a perspective view of the drag reducing apparatus of FIG.97, illustrated in the stowed configuration with a cutaway taken throughthe drag reducing apparatus;

FIG. 112 is a partial top plan view of a drag reducing apparatus and aportion of the vehicle of FIG. 1, illustrated with the door of thevehicle open and positioned against a side of the vehicle and with thedrag reducing apparatus in a stowed and deformed configuration,according to the principles of the present disclosure;

FIG. 113 is a partial perspective view of the drag reducing apparatus ofFIG. 112 and a portion of the vehicle of FIG. 1, illustrated with thedoor of the vehicle open and positioned against the side of the vehicleand with the drag reducing apparatus in the stowed and deformedconfiguration of FIG. 112;

FIG. 114 is an enlarged portion of FIG. 113;

FIG. 115 is a partial perspective view of a side panel and a top panelof a drag reducing apparatus that are both illustrated hingedly mountedto the door in a deployed configuration with the door closed against adoor frame of the vehicle of FIG. 1, according to the principles of thepresent disclosure;

FIG. 116 is an enlarged portion of FIG. 115;

FIG. 117 is an enlarged portion of FIG. 115;

FIG. 118 is a partial perspective view of the side panel and the toppanel of FIG. 115, illustrated in a transitional configuration with thedoor illustrated closed against the door frame of FIG. 115;

FIG. 119 is an enlarged portion of FIG. 118;

FIG. 120 is a partial bottom cross-sectional plan view of the sidepanel, the top panel, the door, and the vehicle of FIG. 115, the sidepanel and the top panel illustrated in a stowed configuration;

FIG. 121 is a partial rear elevation view of the vehicle of FIG. 1 withan example drag reducing apparatus mounted on a rear end of the vehicleand illustrated in a stowed configuration and with the door illustratedin a closed configuration, according to the principles of the presentdisclosure;

FIG. 122 is a left side elevation view of the vehicle of FIG. 121 withthe drag reducing apparatus illustrated in the stowed configuration andwith the door illustrated in the closed configuration;

FIG. 123 is a partial perspective view of the drag reducing apparatusand the vehicle of FIG. 121 with a cutaway taken thereby revealingcontact between a top panel and a side of the vehicle with the door ofthe vehicle in an open position against the side of the vehicle and withthe drag reducing apparatus in a stowed and deformed configuration;

FIG. 124 is a partial bottom cross-sectional plan view of the vehicleand the drag reducing apparatus of FIG. 121 illustrated with the door ofthe vehicle in the open position against the side of the vehicle therebydeforming a deformable hinge that mounts the top panel of FIG. 123;

FIG. 125 is a bottom cross-sectional plan view of an upper panel and aside panel mounted to the door of the vehicle of FIG. 1, according tothe principles of the present disclosure;

FIG. 126 is a perspective view of the door, the upper panel, and theside panel of FIG. 125 with a cutaway taken;

FIG. 127 is the bottom cross-sectional plan view of FIG. 125, but with aspring-mounted hinge that mounts the side panel to the door illustratedin an unsprung position;

FIG. 128 is the perspective view of FIG. 126, but with thespring-mounted hinge of FIG. 127 illustrated in the unsprung position ofFIG. 127;

FIG. 129 is an enlarged portion of FIG. 125;

FIG. 130 is an enlarged portion of FIG. 127;

FIG. 131 is a partial perspective view of an example drag reducingapparatus mounted on a left door of the rear end of the vehicle of FIG.1 with a linkage arrangement adapted to stow the drag reducing apparatusas the left door of the vehicle is opened and further adapted to deploythe drag reducing apparatus as the left door of the vehicle is closed,the door illustrated in a closed configuration and the drag reducingapparatus thereby illustrated in a deployed configuration, according tothe principles of the present disclosure;

FIG. 132 is an enlarged portion of FIG. 131;

FIG. 133 is the perspective view of FIG. 131, but with the doorillustrated in a first open configuration and with the linkagearrangement configured to start stowing the drag reducing apparatus ifthe door is being opened or having finished deploying the drag reducingapparatus if the door is being closed;

FIG. 134 is an enlarged portion of FIG. 133;

FIG. 135 is the perspective view of FIG. 131, but with the doorillustrated in a second open configuration and with the linkagearrangement configured to start deploying the drag reducing apparatus ifthe door is being closed or having finished stowing the drag reducingapparatus if the door is being opened;

FIG. 136 is an enlarged portion of FIG. 135;

FIG. 137 is the perspective view of FIG. 131, but with the doorillustrated in a third wide-open configuration and the drag reducingapparatus thereby illustrated in a stowed configuration, a handle of alook rod of the door being cut-away for illustration; and

FIG. 138 is an enlarged portion of FIG. 137.

DETAILED DESCRIPTION

Various embodiments will be described in detail with reference to thedrawings, wherein like reference numerals represent like parts andassemblies throughout the several views. Reference to variousembodiments does not limit the scope of the claims attached hereto.Additionally, any examples set forth in this specification are notintended to be limiting and merely set forth some of the many possibleembodiments for the appended claims.

This application relates to U.S. Provisional Patent Application Ser. No.60/741,155, filed on 1 Dec. 2005, and to U.S. Pat. Nos. 7,374,230;7,618,086; 7,850,224; 8,272,680; and 8,480,162, which are all herebyincorporated by reference in their entireties.

The present disclosure generally relates to rear mounted aerodynamicdevices for use with vehicles. In certain embodiments, the vehicles havea generally vertical rear end. The generally vertical rear end typicallyresults in airflow separation and thereby produces aerodynamic dragespecially when the vehicle is traveling at highway speeds. In certainembodiments, the vehicle may include a powertrain, an operator cab,and/or other features generally associated with van-type trucks. Inother embodiments, the vehicle may be a bus, a passenger van, a cargovan, a motorhome, etc. In still other embodiments, the vehicle may be atrailer that is towed behind a tractor. In still other embodiments, thevehicle may be a fifth wheel trailer towed behind a truck. In certainembodiments, the vehicle may include rear opening doors. In certainembodiments, the rear opening doors may access a cargo holding area ofthe vehicle. In certain embodiments, the vehicle may have a generallyrectangular cross-section perpendicular to a longitudinal axis A1 of thevehicle (see FIG. 5).

Turning now to FIGS. 1-12, an example vehicle 150 is illustrated with anexample aerodynamic arrangement 280. As depicted, the vehicle 150extends from a front end 152 to a rear end 154. As depicted, theaerodynamic arrangement 280 is mounted to the rear end 154 of thevehicle 150. The vehicle 150 further extends between a top 156 and abottom 158. The vehicle 150 further extends between a right side 160 anda left side 162. As depicted, the vehicle 150 includes a set of wheels164. The wheels 164 generally are positioned at the bottom 158 of thevehicle 150. The vehicle 150 includes a frame 166 that generally extendsbetween the front end 152 and the rear end 154 and attaches to thewheels 164 via a suspension system 168. As depicted, the vehicle 150includes a body 170. The body 170 is generally supported by the frame166. The body 170 extends between a front end 172 and a rear end 174. Asdepicted, the front end 172 is generally coincident with the front end152 of the vehicle 150, and the rear end 174 is generally coincidentwith the rear end 154 of the vehicle 150. The body 170 further extendsbetween a top 176 and a bottom 178. As depicted, the top 176 isgenerally coincident with the top 156 of the vehicle 150, and the bottom178 is generally adjacent the frame 166. The body 170 further extendsbetween a right side 180 and a left side 182. As depicted, the rightside 180 is generally coincident with the right side 160 of the vehicle150, and the left side 182 is generally coincident with the left side162 of the vehicle 150. An interior 171 of the body 170 defines a cargohold 184. In the depicted embodiment, the cargo hold 184 is accessed viaan opening 188 positioned at the rear end 174 of the body 170. Adoorframe 186 generally surrounds the opening 188.

As depicted, the front end 172 and the rear end 174 are generallyorthogonal to the top 176 and the bottom 178. The front end 172 and therear end 174 are also generally orthogonal to the right side 180 and theleft side 182. The top 176 and the bottom 178 are generally orthogonalto the right side 180 and the left side 182. The body 170 is generallyextended in a longitudinal direction 189 that runs between the front end172 and the rear end 174 parallel to the longitudinal axis A1 of thevehicle 150. Relative airflow generally flows along the longitudinaldirection 189 from the front end 172 to the rear end 174 when thevehicle 150 is traveling.

In the depicted embodiment, the aerodynamic arrangement 280 is mountedat the rear end 174 of the body 170. In particular, as depicted, a rightdoor 190 and a left door 200 are positioned at the rear end 174 of thebody 170. As depicted, the right door 190 and the left door 200 arepositioned within the doorframe 186. When closed, the right door 190 andthe left door 200 substantially fill the opening 188 (see FIGS. 1-8).When opened, the right door 190 and/or the left door 200 provide accessto the cargo hold 184 of the body 170 through the opening 188. When boththe right door 190 and the left door 200 are open, the opening 188 issubstantially fully open and substantially defines the rear end 174 ofthe body 170 (see FIGS. 9-12). As illustrated at FIGS. 11 and 12, thewide-open left door 200 is positioned substantially adjacent the leftside 182 of the body 170, and the open right door 190 is illustratedpositioned substantially perpendicular to the right side 180 of thevehicle 150. Both the right door 190 and the left door 200 may swingbetween a closed configuration 214 (see FIGS. 1-8) and a wide-openconfiguration 218 adjacent their respective sides 180, 182 of the body170. With the doors 190, 200 in the wide-open configuration 218, thevehicle 150 may be parked at a loading dock relatively close to othervehicles along the sides 160, 162 with the doors 190, 200 wide-openedand occupying a relatively small space near the sides 180, 182 of thebody 170 compared with an open configuration 216 (see FIGS. 9-12).

The right door 190 extends from an inboard edge 192 to an outboard edge194. The right door 190 further extends between a top 196 and a bottom198. As depicted, the left door 200 similarly extends between an inboardedge 202 and an outboard edge 204. The left door 200 also furtherextends between a top edge 206 and a bottom edge 208. As depicted, theright door 190 and the left door 200 are substantially mirror images ofeach other. In other embodiments, substantial differences may existbetween the right door 190 and the left door 200. In still otherembodiments, a single door may be used instead of a right door 190 and aleft door 200. In yet other embodiments, a rollup door may be usedinstead of the right door 190 and the left door 200. In the embodimentsdepicted in the present disclosure, the left door 200 will beillustrated with the understanding that, unless otherwise indicated, thesame or similar features may generally apply to the right door 190.

As illustrated at FIGS. 1-4, the aerodynamic arrangement 280 may beconfigured in a deployed configuration 296 (e.g., an extendedconfiguration). The aerodynamic arrangement 280 may also be configuredin a retracted configuration 298 (e.g., a stowed configuration), asillustrated at FIGS. 5-12. As further described and illustratedhereinafter, the aerodynamic arrangement 280 may be positioned in atransitioning configuration 297. The transitioning configuration 297 maybe any of a series of configurations that the aerodynamic arrangement280 passes through as it is moved between the deployed configuration 296and the retracted configuration 298. When in the deployed configuration296, the aerodynamic arrangement 280 generally defines a top 282. Asdepicted at FIG. 3, the top 282 defines an angle δ with respect to thetop 176 of the body 170. The angle δ is typically selected to reduceaerodynamic drag of the vehicle 150. In certain embodiments, theaerodynamic arrangement 280 generally defines a bottom 284 when in thedeployed configuration 296. In certain embodiments, the bottom 284 maydefine an angle ε with respect to the bottom 178 of the body 170 (seeFIG. 18). The angle ε may also be selected to reduce aerodynamic drag ofthe vehicle 150. As illustrated, the bottom 284 is shown as a solidbottom. In other embodiments, the bottom 284 may be non-solid and/orinclude substantial openings. In other embodiments, the bottom 284 maybe omitted. As depicted, the aerodynamic arrangement 280 defines a rightside 286 and a left side 288 when in the deployed configuration 296. Incertain embodiments, the sides 286, 288 may each define an angle φ withrespect to the sides 180, 182 of the body 170, respectively (see FIGS. 3and 4). The angle φ may also be selected to reduce aerodynamic drag ofthe vehicle 150.

With the aerodynamic arrangement 280 in the deployed configuration 296,a cavity 290 may be formed between the top 282, the bottom 284, theright side 286, and the left side 288 (see FIG. 3). As depicted, thecavity 290 may be open toward a rearward direction. In otherembodiments, the cavity 290 may be substantially enclosed. As depicted,the aerodynamic arrangement 280 includes a mounted end 292 and anextendable end 294. The mounted end 292 is generally attached to therear end 154 of the vehicle 150 and/or the rear end 174 of the body 170.As depicted, the mounted end 292 is attached to the right and left doors190, 200 and moves with the doors 190, 200. When in the retractedconfiguration 298, the extendable end 294 is relatively close to therear end 154 of the vehicle 150 and/or the rear end 174 of the body 170(e.g., when the doors 190, 200 are in the closed configuration 214).When the aerodynamic arrangement 280 is in the deployed configuration296, the extended end 294 extends away from the rear end 154 of thevehicle 150 and/or the rear end 174 of the body 170 (e.g., when thedoors 190, 200 are in the closed configuration 214).

As depicted, the aerodynamic arrangement 280 includes a pair ofaerodynamic assemblies 300. In other embodiments, the aerodynamicarrangement 280 may include a single aerodynamic assembly 300. In stillother embodiments, the aerodynamic arrangement 280 may include more thantwo aerodynamic assemblies. In certain embodiments, the aerodynamicassemblies 300 may be positioned at the deployed configuration 296, thetransitioning configuration 297, and/or the retracted configuration 298independently from each other.

Turning now to FIG. 4, the aerodynamic arrangement 280 is shown with aright aerodynamic assembly 300R and a left aerodynamic assembly 300L.The right and left aerodynamic assemblies 300R and 300L form a pair ofopposite aerodynamic assemblies 300. As depicted, the aerodynamicassemblies 300R and 300L are generally mirror images of each other.Hereinafter, the left aerodynamic assembly 300, 300L will be describedin detail. It will be appreciated that the right aerodynamic assembly300, 300R may be generally symmetric with the left aerodynamic assembly300L. Features described and/or illustrated with respect to the leftaerodynamic assembly 300L thereby also may apply to the rightaerodynamic assembly 300R, unless otherwise indicated.

Turning now to FIG. 12, a hinge axis A2 may be defined between the rightdoor 190 and the body 170. Likewise, a hinge axis A4 may be definedbetween the left door 200 and the body 170. As illustrated at FIG. 114,a door hinge 220 may define the axis A2, A4. In certain embodiments, aplurality of the door hinges 220 may define the axis A2, A4. The doorhinge 220 typically includes a base portion 222 that is mounted to thebody 170 of the vehicle 150. As depicted, the base portion 222 ismounted to the doorframe 186. The door hinge 220 may further include aswing portion 224. The swing portion 224 is typically mounted to arespective one of the doors 190, 200. The door hinge 220 may furtherinclude a pivot joint 226 that is defined between and connects the baseportion 222 with the swing portion 224. A hinge pin (not shown) may beincluded in the pivot joint 226. Although the door hinge 220 isillustrated as a simple hinge, other hinges may likewise be used. Thevarious hinges that may be used include barrel hinges, pivot hinges,double-acting hinges, case hinges, continuous hinges (i.e., pianohinges), concealed hinges, butterfly hinges, articulating hinges, etc.

As illustrated at FIGS. 34 and 115, the doors 190, 200 may each includeone or more lock rod assemblies 250. The lock rod assemblies 250 mayserve to latch and/or lock the doors 190, 200 in the closedconfiguration 214. The lock rod assemblies 250 may further serve tostabilize the doorframe 186 and thereby add rigidity, strength, and/orstiffness to the rear end 174 of the body 170. The lock rod assembly 250extends between a top end 252 and a bottom end 254 (see FIGS. 113 and115). Typically, a lock rod 256 of the lock rod assembly 250 extendsbetween the top end 252 and the bottom end 254. The lock rod 256typically extends in a vertical direction parallel to an outside surface210 of the respective door 190, 200. A mount 258 may rotatably hold thelock rod 256 and rotatably mount the lock rod 256 to the outside 210 ofthe respective door 190, 200. One or more of the mounts 258 may therebydefine a lock rod pivot axis A20. The lock rod 256 may be manuallyrotated by a handle 260. As illustrated at FIG. 115, the lock rodassembly 250 typically includes latches 262 that are actuated byrotation of the lock rod 256 by the handle 260. Typically, one of thelatches 262 is positioned at or near the top end 252, and another of thelatches 262 is positioned at or near the bottom end 254. As illustratedat FIG. 121, a pair of latch receivers 264 may be positioned at thedoorframe 186 and thereby receive the pair of the latches 262,respectively, when the lock rod assembly 250 is in a latchedconfiguration. One of the latch receivers 264 may be positioned on thedoorframe 186 adjacent the top 176 of the body 170, and another of thelatch receivers 264 may be positioned at the doorframe 186 adjacent thebottom 178 of the body 170.

As illustrated at FIGS. 3, 4, and 115-117, an interface perimeter 270 isgenerally defined between the rear end 154 of the vehicle 150 and themounted end 292 of the aerodynamic arrangement 280. As depicted, theinterface perimeter 270 includes a top 272, a bottom 274, a right side276, and a left side 278. The interface perimeter 270 may include a stepdiscontinuity 273 between the top 282 of the aerodynamic arrangement 280and the top 176 of the body 170. Likewise, the interface perimeter 270may include a step discontinuity 277 between the right side 286 of theaerodynamic arrangement 280 and the right side 180 of the body 170.Likewise, the interface perimeter 270 may include a step discontinuity279 between the left side 288 of the aerodynamic arrangement 280 and theleft side 282 of the body 170. It may be generally desired to reduce thestep discontinuities 273, 277, and/or 279 to a minimal size when theaerodynamic arrangement 280 is in the deployed configuration 296.However, considerations such as lighting fixtures and/or functionalgeometry of the body 170, the doors 190, 200, and/or the aerodynamicarrangement 280 may result in selection of the step discontinuities 273,277, and/or 279 with a non-minimal size that is relatively small, yetmeets various other requirements.

As depicted at FIGS. 1-4, the top 282 and the right and left sides 286,288 meet at a common edge 281, 283, respectively. In other embodiments,the top 282 may extend beyond the right and/or the left sides 286, 288.Likewise, the right and/or the left sides 286, 288 may extend beyond thetop 282. As depicted at FIGS. 1-4, the bottom 284 and the right and leftsides 286, 288 meet at a common edge 285, 287, respectively. Asillustrated at FIGS. 48, 50, 52-54, and 56-62, in other embodiments, thebottom 284 may extend beyond the right and/or the left sides 286, 288,and/or the right and/or the left sides 286, 288 may extend beyond thebottom 284.

As depicted, the aerodynamic arrangement 280 includes a pair of panelsat the top 282 and another pair of panels at the bottom 284 and furtherincludes a set of three panels at the right side 286 and another set ofthree panels at the left side 288. In other embodiments, the pair of thepanels at the top 282 may be combined. Likewise, the pair of the panelsat the bottom 284 may be combined. In certain embodiments, the rightside 286 and/or the left side 288 may be split about in half. In certainembodiments, an overall orientation of the aerodynamic arrangement 280may be rotated 90 degrees about the longitudinal axis A1 of the vehicle150 thereby positioning the top 282 and the bottom 284 at new sides ofan aerodynamic arrangement and further positioning the right side 286and the left side 288 at a new top and a new bottom of the aerodynamicarrangement. For additional information on such rearrangements, see U.S.Provisional Patent Application Ser. No. 60/741,155 and U.S. Pat. Nos.7,374,230; 7,618,086; 7,850,224; 8,272,680; and 8,480,162, that wereincorporated by reference above.

Turning now to FIGS. 13-36, a first example aerodynamic assembly 300A isillustrated according to the principles of the present disclosure. Theaerodynamic assembly 300A is illustrated as a left-hand aerodynamicassembly 300L. It will be appreciated that the aerodynamic assembly 300Amay be mirrored into a right-hand aerodynamic assembly 300R.Generically, the left-hand aerodynamic assembly 300L and the right-handaerodynamic assembly 300R may be referred to as an aerodynamic assembly300. The aerodynamic assembly 300A includes a panel 350 (e.g., a sidepanel), a panel 400 (e.g., a top panel), a panel 450 (e.g., a side-topconnecting panel), a panel 500 (e.g., a bottom panel), and a panel 550(e.g., a side-bottom connecting panel). The panels 350, 400, 450, 500,550 may be interconnected into a folding arrangement (e.g., an origamifolding arrangement). In certain embodiments, the folding arrangementmay allow the panels 350, 400, 450, 500, 550 to be moved between adeployed configuration 296 and a retracted configuration 298 with asingle movement (i.e., a single degree-of-freedom). Thus, theaerodynamic assembly 300A may be moved between the deployedconfiguration 296 and the retracted configuration 298 by moving any oneof the panels 350, 400, 450, 500, 550 which, in turn, urges theaerodynamic assembly 300A to move. For additional information on suchmovement, see U.S. Provisional Patent Application Ser. No. 60/741,155and U.S. Pat. Nos. 7,374,230; 7,618,086; 7,850,224; 8,272,680; and8,480,162, that were incorporated by reference above.

As the aerodynamic assembly 300, 300A may be operated with a singledegree-of-freedom, a single actuator may be used to transform theaerodynamic assembly 300A between the deployed configuration 296 and theretracted configuration 298. As depicted, the aerodynamic assembly 300Aincludes an actuator 600A. As depicted, the actuator 600A is a singleactuator connected between the vehicle 150 and the panel 350. In thedepicted embodiment, the actuator 600A is connected between the door 200of the vehicle 150 and the panel 350. The actuator 600A may be apneumatic cylinder, a hydraulic cylinder, a spring loaded cylinder, ascrew actuator, and/or various other types of linear and/or rotaryactuators.

As depicted, the actuator 600A extends between a first end 602 and asecond end 604 (see FIGS. 16 and 41). In particular, the first end 602of the actuator 600A is rotatably attached to the door 200, and thesecond end 604 is rotatably attached to the panel 350. An axis A6 may bedefined at the connection between the first end 602 of the actuator 600Aand the door 200 (see FIGS. 13, 40, 41, and 51). Likewise, an axis A10may be defined between the second end 604 of the actuator 600A and thepanel 350 (see also FIG. 22). As depicted, the actuator 600, 600Aextends and retracts along an actuator extension axis A8 (see FIGS. 41and 51).

In the depicted embodiment, the actuator 600A includes a cylinderportion 610 and a rod portion 620 (see FIGS. 16 and 41). The cylinderportion 610 extends between a first end 612 and a second end 614. Asdepicted, the first end 612 of the cylinder portion 610 is generallyadjacent the first end 602 of the actuator 600A. The rod portion 620extends between a first end 622 and a second end 624. The second end 624of the rod portion 620 is generally adjacent the second end 604 of theactuator 600A. The first end 622 of the rod portion 620 is positionedthrough the second end 614 of the cylinder portion 610. The rod portion620 may slide within the cylinder portion 610 along the actuatorextension axis A8 and thereby define a linear joint. In certainembodiments, the rod portion 620 may further rotate with respect to thecylinder portion 610 about the actuator extension axis A8. In otherembodiments, the rod portion 620 may be constrained from rotating withrespect to the cylinder portion 610. As depicted, the cylinder portion610 may define an attachment lug 616 adjacent the end 612. Likewise, therod portion 620 may define an attachment lug 626 adjacent the end 624.The attachment lug 616 may be adapted to rotate about the axis A6 withrespect to the door 200. Likewise, the attachment lug 626 may be adaptedto rotate about the axis A10 with respect to the panel 350.

As depicted, the actuator 600A provides a higher mechanical advantagewhen the aerodynamic assembly 300A is at or near the deployedconfiguration 296 in comparison to when the aerodynamic assembly 300A isat or near the retracted configuration 298. In embodiments where theactuator 600, 600A is an extension-retraction based actuator, theactuator 600A provides higher holding power to the panel 350 when thepanel 350 is at the deployed configuration 296 in comparison to openingpower provided to the panel 350 when the panel 350 is at the retractedconfiguration 298. Similar to the illustration at FIG. 110, the axis A6may be positioned closer to the door 200 than the axis A10 when theaerodynamic assembly 300A is at the retracted configuration 298. In thisway, the actuator 600A does not become over-centered, and extension ofthe actuator 600A urges the aerodynamic assembly 300A toward thedeployed configuration 296.

In other embodiments, the actuator 600A may become over-centered andthereby be used to hold the aerodynamic assembly 300A in the retractedconfiguration 298 when at or near the retracted configuration 298 andfurther be used to hold the aerodynamic assembly 300A in the deployedconfiguration 296 when the aerodynamic assembly 300A is at or near thedeployed configuration 296.

As depicted at FIGS. 16 and 41, the panel 350 may include a pocket 360that allows at least a portion of the attachment lug 626 and/or the rodportion 620 to penetrate a portion of the panel 350. The pocket 360 mayextend completely through the panel 350 and thereby become a slot, ahole, etc. A similar pocket to the pocket 360 may be provided on thedoor 200. The pocket(s) 360 may thereby allow the actuator 600, 600A tohave additional mechanical advantage, especially when the aerodynamicassembly 300, 300A is at the retracted configuration 298.

In the depicted embodiments, the actuator 600, 600A is attached to thepanel 350. In other embodiments, the actuator 600, 600A may be attachedto the panel 400 and/or the panel 500. In the depicted embodiments, asingle actuator 600 is used. In other embodiments, multiple actuatorsmay be used and may attach to multiple panels 350, 400, 450, 500, and/or550. The actuator 600, 600A may be remotely controlled by a controlsystem and the aerodynamic assembly 300, 300A may thereby be opened andclosed remotely (e.g., from within a cab of the vehicle 150).

As depicted at FIGS. 13, 55, 56, 73, 82, and 83, an actuator mount 230may be provided on the door 200. In particular, the actuator mount 230,230 a, illustrated at FIG. 13, includes a pair of mounting flanges 232that define the axis A6. A joint is thereby formed between the door 200and the attachment lug 616 (see FIGS. 28 and 41) of the actuator 600A.Likewise, an actuator mount 362 may be provided on the panel 350 (seeFIGS. 28 and 70). The actuator mount 362 may define the axis A10 (seeFIG. 22) and thereby define a joint between the attachment lug 626 ofthe actuator 600, 600A and the panel 350.

Turning now to FIG. 17, boundaries of the example panel 350 will bedescribed in detail. The panel 350 extends between a first edge 352 anda second edge 354. As depicted, the first edge 352 is positioned forwardof the second edge 354 when the panel 350 is at the deployedconfiguration 296. The panel 350 further extends between a third edge356 and a fourth edge 358. As depicted, the third edge 356 is positionedabove the fourth edge 358. As depicted, the second edge 354 may besubstantially shorter than the first edge 352. The panel 350 may therebyform a generally trapezoidal shape. The first edge 352 may include hingereliefs 364 (see FIGS. 14, 17, and 92) that may provide clearancebetween the panel 350 and the door hinges 220. The other edges 354, 356,and/or 358 may also include hinge reliefs.

The door 200 may include a set of panel hinge mounts 240. As illustratedat FIG. 13, the panel hinge mounts 240 may include one or more sidepanel hinge mounts 242. As illustrated at FIGS. 51, 92, 129, and 130,the side panel hinge mount(s) 242 may define an axis A22 about which thepanel 350 may rotate. As illustrated at FIGS. 129 and 130, the axis A22may be defined beyond a perimeter of the door 200. By defining the axisA22 beyond the outboard edge 204 of the door 200, the step discontinuity279 (see FIG. 116) of the interface perimeter 270 may be selected asdesired or no step discontinuity may be selected. The step discontinuity279 may be selected between an outside surface 366 o of the panelmaterial 366 and the side 160, 162 of the vehicle 150 (e.g., the side182 of the body 170). The panel 350 may further include hinge portions370 as illustrated at FIGS. 109 and 119. The hinge portions 370 maydefine the axis A22 and thereby form a hinge with the side panel hingemount 242. In this way, the panel 350 may be hingedly mounted to thedoor 200 or other portion of the vehicle 150.

As illustrated at FIGS. 18 and 34, the panel 350 may further include aframe member 380. The other panels 400, 450, 500, and/or 550 may includesimilar frame members. As depicted, the frame member 380 extends betweena first end 382 and a second end 384. In the depicted embodiment, theframe member 380 terminates at the first and second ends 382, 384 withinan interior of the panel 350. In other embodiments, the frame member 380may extend to the hinge portions 370. In certain embodiments, the framemember 380 may extend to the second edge 354 of the panel 350. Asdepicted, the frame member 380 includes a medial portion 386. Asdepicted at FIGS. 34 and 120, the medial portion 386 of the frame member380 may extend farthest from the first edge 352 of the panel 350, andthe first and second ends 382 and/or 384 may extend nearest to the firstedge 352.

The medial portion 386 may be positioned outboard of the lock rod 256when the panel 350 is at the retracted configuration 298 for doors 200with a single lock rod 256. For doors 200 with a first lock rod 265 ₁and a second lock rod 265 ₂ of respective first and second lock rodassemblies 250 ₁ and 250 ₂, the frame member 380 may be positionedbetween the first and second lock rods 256 ₁ and 256 ₂. In this way, theframe member 380 does not occupy additional longitudinal space beyondwhat the lock rod 256 occupies. The panel 350 may include an overhangingportion 388 that extends beyond the medial portion 386 of the framemember 380 and lies over the lock rod 256 when the panel 350 is at theretracted configuration 298. In this way, required strength and/orstiffness may be provided to the panel 350 without occupying significantadditional longitudinal space when the aerodynamic assembly 300A is atthe retracted configuration 298.

As illustrated at FIGS. 129 and 130, the side panel hinge mount 242 mayinclude a resilient structure. The axis A22 may thereby be positioned atvarious distances Dh from the outside 210 of the door 200 and/orpositioned at various distances Dh with respect to the door 200. Thisresilient hinge mount 242 may be employed when opening the door 200against the sides 180, 182 of the body 170 of the vehicle 150. Forexample, the side panel hinge mount 242 may be positioned as shown atFIG. 130 when the door 200 is not positioned against the side 180, 182of the vehicle 150. As the door 200 is further opened, the side panelhinge mount 242 may compress as shown at FIG. 129 and thereby deformagainst the side 180, 182 of the body 170 and/or the side 160, 162 ofthe vehicle 150. The door 200 may thereby be opened farther thanotherwise possible (e.g., if the side panel hinge mounts 242 weresubstantially rigid). In certain embodiments, the resilient structuremay allow resilient displacement of the axis A22 over distances of up toabout 0.25 inch. In certain embodiments, the resilient structure mayallow resilient displacement of the axis A22 over distances of up toabout 0.5 inch. In certain embodiments, the resilient structure mayallow resilient displacement of the axis A22 over distances of up toabout 1 inch. In certain embodiments, the resilient structure may allowresilient displacement of the axis A22 over distances of over 1 inch.

As illustrated, the side panel hinge mounts 242 are male and the hingeportions 370 of the panel 350 are female. In other embodiments, some orall of the hinge portions 370 may be male and some or all of the sidepanel hinge mounts 242 may be female. As depicted at FIGS. 129 and 130,the side panel hinge mount 240 is resilient. In other embodiments, theside panel hinge mount 242 may be substantially rigid. In certainembodiments, the side panel hinge mount 242 may include a leaf spring.In certain embodiments, the hinge portions 370 of the panel 350 areresilient.

In embodiments where the frame member 380 is terminated within theinterior of the panel 350, resistance to damage of the panel 350 whenencountering an obstruction may thereby be accommodated. For example,the vehicle 150 may be inadvertently backed into a loading dock with theaerodynamic assembly 300, 300A extended. The panel 350 may beconstructed of a panel material 366 that is substantially flexible(e.g., plastic sheet, composite sheet, etc.). The frame member 380 maybe substantially more rigid than the panel material 366. Upon the secondedge 354 or other portion of the panel 350 being compressed by theobstruction, the panel material 366 may buckle and/or otherwise deform,but without permanent damage and/or permanent deformation. The framemember 380 may remain substantially rigid and/or more rigid as the panelmaterial 366 buckles and yet not be damaged by the obstruction. Uponremoval of the obstruction, the panel material 366 may resilientlyreturn to its pre-collision configuration or near to its pre-collisionconfiguration.

Alternatively, the frame member 380 may include substantially deformablematerial. In certain embodiments, the frame member 380 may be made ofplastic tubing. In certain embodiments, the frame member 380 may includecomposite tubing. In certain embodiments, the frame member 380 may bemade of a wire-form material. The wire-form material may include springmaterial (e.g., spring steel, high strength aluminum, etc.). In certainembodiments, the frame member 380 may include pressurized plastictubing. In such embodiments, internal pressure within the tubing mayrigidize the frame member 380. Likewise, other non-plastic tubing of theframe member 380 may be pressurized.

As illustrated at FIG. 51, the axes A6, A10, and A22 form vertexes of atriangle when viewed parallel to the axes A6, A10, A22 (e.g., from abottom plan view or a top plan view of the aerodynamic assembly 300. Aportion of the door 200 between the axes A6 and A22 forms a first leg ofthe triangle. A portion of the side panel 350 between the axes A10 andA22 forms a second leg of the triangle. And, a portion of the actuator600, 600A between the axes A6 and A10 forms a third leg of the triangle.As depicted, the first leg and the second leg are substantially fixed inlength. As illustrated, the third leg of the triangle varies in lengthas the actuator 600, 600A is actuated. The triangular configuration ofthe actuator 600, 600A, the door 200, and the panel 350 provide a stableconfiguration when the aerodynamic assembly 300 is at the deployedconfiguration 296. The triangular configuration further allows the panel350 to be swung from the deployed configuration 296 toward the retractedconfiguration 298 and thereby position the aerodynamic assembly 300between the deployed configuration 296 and the retracted configuration298.

As illustrated at FIG. 51, the panel 350 defines an angle α with thedoor 200 (e.g., with the outside surface 210 of the door 200). In thedepicted embodiment, the angle α is at or about 75 degrees when thepanel 350 is at the deployed configuration 296. In other embodiments,the angle α may be at or about 78 degrees, in a range from 75 to 78degrees, in a range from 85 to 65 degrees, and/or in a range from 70degrees to 80 degrees when the panel 350 is at the deployedconfiguration 296. In the depicted embodiment, the angle α is about 1degree when the panel 350 is at the retracted configuration 298. Inother embodiments, the angle α may be at or about 2 degrees, may be in arange of 0.5 degree to 2 degrees, may be in a range from 1 degree toabout 5 degrees, and/or may be in a range from about −5 degrees to about5 degrees, when the panel 350 is at the retracted configuration 298. Thepanel 350 may swing about the axis A22 about an angle of 74 degrees, arange of 65 to 85 degrees, or a range of about 70 to 80 degrees as thepanel 350 swings between the deployed configuration 296 and theretracted configuration 298.

In coordination with the panel 350 swinging about the angle α, theactuator 600 (e.g., the actuator extension axis A8) may swing about theaxis A6 about an angle β. As depicted, the angle β is at or about 100.6degrees when the panel 350 is at the deployed configuration 296. Inother embodiments, the angle β may be at a range of about 90 degrees toabout 110 degrees when the panel 350 is at the deployed configuration296. As depicted, the angle β is at about 3 degrees when the panel 350is at the retracted configuration 298. In other embodiments, the angle βis in a range from about 0 degrees to about 6 degrees when the panel 350is at the retracted configuration 298. As depicted, the actuator 600,600A (e.g., the actuator extension axis A8) may swing about an angle of97.6 degrees about the axis A6 as the panel 350 is moved between thedeployed configuration 296 and the retracted configuration 298. In thedepicted embodiments, the actuator 600, 600A swings about a greaterangle than an angle that the panel 350 swings about.

As illustrated at FIGS. 13 and 34, the geometry of the actuator 600A isselected such that the rod portion 620 may be substantially locatedwithin the cylinder portion 610 when the panel 350 is at the retractedconfiguration 298. The actuator 600A may define stops (e.g., a piston ofthe rod portion 620 bottoming out at ends of the cylinder portion 610)that limit the movement of the panel 350 between the deployedconfiguration 296 and the retracted configuration 298. The actuator 600Amay further include a damping mechanism (e.g., an orifice that restrictsfluid flow) that limits extension and/or retraction speeds of theactuator 600A. The geometry of the actuator 600A may be chosen such thatthe end 614 of the cylinder portion 610 lies between the ends 622 and624 of the rod portion 620. Likewise, the end 622 of the rod portion 620may lay between the ends 612 and 614 of the cylinder portion 610. Therod portion 620 and the cylinder portion 610 may thereby continuouslyoverlap each other as the actuator 600A is moved between the fullyretracted and the fully extended configurations 298, 296. As will bedescribed in detail hereinafter, the overlapping of the cylinder portion610 and the rod portion 620 allows a moment to be applied about the axisA6 and thereby swing the actuator 600A about the angle β. Thus, theactuator 600A may be actuated by either a linear force along theactuator extension axis A8 and/or by a moment (i.e., a torque) appliedat or along the actuator axis A6.

Turning now to FIGS. 25 and 28, the panel 400 (e.g., the top panel) willbe described in detail. As depicted, the panel 400 extends between afirst edge 402 and a second edge 404. The first edge 402 may be a frontedge when the panel 400 and/or the aerodynamic assembly 300, 300A are atthe deployed configuration 296. The first edge 402 may include a lockrod notch or notches 412, as depicted at FIG. 34. Likewise, the secondedge 404 may be a rear edge when the panel 400 is at the deployedconfiguration 296. The panel 400 further extends between a third edge406 and a fourth edge 408. The third edge 406 is illustrated as an outeredge (i.e., an outboard edge), and the fourth edge 408 is illustrated asan inner edge (i.e., an inboard edge).

As depicted, the second edge 404 of the panel 400 may be positionedabout five feet behind the outside 210 of the door 200 when theaerodynamic assembly 300 is at the deployed configuration 296. CurrentU.S. highway regulations allow for aerodynamic devices behind certainvehicles to extend up to five feet behind the vehicle. The configurationof the aerodynamic assembly 300 allows certain panels (e.g., the panel400) to extend the full five feet behind the vehicle 150. Theaerodynamic assembly 300 thereby facilitates extension behind thevehicle 150 to a maximum extent permitted by current U.S. regulation toachieve maximum drag reduction under the extension limits of the currentU.S. regulations. Furthermore, the extension of the aerodynamic assembly300 behind the vehicle 150 is done with a panel (e.g., the panel 400)about an axis A24 (see FIGS. 117, 129, and 130) adjacent the door 200.The aerodynamic assembly 300 may thereby achieve the maximum legalextension behind the vehicle 150 with the use of simple hinging panels(e.g., the panel 400) with single hinge lines connected to the rear end154 of the vehicle 150 (e.g., the door 200 of the body 170). As will bedescribed hereinafter, the five foot rearward extension may be achieved,at least in part, by overlapping the panels 350, 400, 450, 500, and/or550. Other conventional designs currently available only achieve about afour foot rearward extension using simply swinging panels. Still otherdesigns may achieve five feet of rearward extension or greater than fivefeet of rearward extension but use compound (e.g., bi-fold)configurations of panels. Such bi-fold panels may fold and unfold at ahinge line that is substantially spaced away from the door 200 whendeployed.

As illustrated at FIG. 117, the panel 400 may include one or more hinges410, 420 that define the axis A24. Likewise, the door 200 may includeone or more panel hinge mounts 244 that define the axis A24. The panelhinge mount 244 may be one of the panel hinge mounts 240. As depicted,the axis A24 runs in a generally horizontal direction generally parallelwith the outside 210 of the door 200. In other embodiments, the axis A24may deviate from being horizontal and/or deviated from being parallelwith the outside 210 of the door 200.

As depicted, the hinges 410 and 420 are offset from panel material 416of the panel 400. By offsetting the axis A24 from the panel material416, the first edge 402 may be substantially outside a perimeter of thedoor 200 (e.g., outside beyond the top edge 206) when the panel 400 isat the deployed configuration 296. By offsetting the axis A24 from thepanel material 416, the top 272 of the interface perimeter 270 may beselected to give a desired step or no step between an outside surface416 o of the panel material 416 and the top 156 of the vehicle 150(e.g., the top 176 of the body 170). The top 282 of the aerodynamicarrangement 280 may thereby include the step discontinuity 273 betweenthe top 156 of the vehicle 150, in certain embodiments. In otherembodiments, there may be substantially no step between the top 282 ofthe aerodynamic arrangement 280 and the top 156 of the vehicle 150 whenthe aerodynamic arrangement 280 is deployed.

As illustrated at FIGS. 112-114, 123, and 124, when the door 200 ispositioned in the wide-open configuration 218, adjacent one of the sides160, 162 of the vehicle 150 (e.g., one of the sides 180, 182 of the body170), space may be constrained at or near the hinge axes A2 and/or A4 ofthe doors 190 and/or 200. To allow the doors 190, 200 to fully open tothe wide-open configuration 218, the hinges 410 and/or 420 may becompressible hinges and/or compressibly mounted hinges. In particular,the hinge 420 is illustrated with a first flexure 422 and a secondflexure 424 in the depicted example embodiment. As illustrated at FIGS.112-114, 123, and 124, the flexures 422, 424 are compressed as theoutside surface 416 o of the panel material 416 of the panel 400contacts the side 162 of the vehicle 150. In certain embodiments, thepanel material 416 is a deformable panel material and thereby is able tobend upon making contact with the side 162 of the vehicle 150. Incertain embodiments, the compliance of the panel material 416 to theside 162 of the vehicle 150 is further accommodated by the flexing ofthe flexures 422 and/or 424. As illustrated at FIG. 112, a non-deformedconfiguration of the flexures 422 and 424 are illustrated indashed-line. In certain embodiments, both the deformation of the panelmaterial 416 and the deformation of the flexures 422, 424 mayaccommodate opening the door 200 to its wide-open configuration 218. Incertain embodiments, the flexure structure may allow resilientdisplacement over distances of up to about 0.25 inch. In certainembodiments, the flexure structure may allow resilient displacement overdistances of up to about 0.5 inch. In certain embodiments, the flexurestructure may allow resilient displacement over distances of up to about1 inch. In certain embodiments, the flexure structure may allowresilient displacement over distances of over 1 inch.

As depicted, the deformable portions (e.g., the flexures 422, 424) ofthe hinge 420 are located at the hinge portion 420 of the panel 400. Inother embodiments, the top panel hinge mount 244 may further includedeformable material. In particular, the top panel hinge mount 244 mayinclude a configuration similar to the side panel hinge mount 242 (seeFIGS. 129 and 130). In certain embodiments, the deformable material isat a door side of the hinge. In other embodiments, the deformablematerial is at a panel side of the hinge. In still other embodiments,both the panel side and the door side of the hinge include compliantmaterial.

The flexures 422, 424 and/or the side panel hinge mount 242, asillustrated, may be generally limber in a direction generallyperpendicular to the outside 210 of the door 200 when the aerodynamicassembly 300 is at the retracted configuration 298. By being compliantin the direction perpendicular to the door 200, the mounts of theaerodynamic assembly 300 may be compliant when the door 200 is open tothe wide-open configuration 218. The flexures 422, 424 and/or the sidepanel hinge mount 242 may be substantially stiff in other directions andthereby position and hold the aerodynamic assembly 300 at the variousdesired configurations when in the deployed configuration 296, thetransitioning configuration 297, and the retracted configuration 298.

In other embodiments, other components may further provide compliance(e.g., may provide one or more resilient structures) and therebyaccommodate the opening of the door 200 to the wide-open configuration218 with the added thickness resulting from the mounting of theaerodynamic assembly 300 to the outside 210 of the door 200. Forexample, the door hinge 220 and, in particular, the swing portion 224 ofthe door hinge 220 may provide such a compliant structure. In otherembodiments, the aerodynamic assembly 300 may be recessed within thedoor 200 and thereby avoid interference with the sides 160, 162 of thevehicle 150. In still other embodiments, articulating hinges (e.g., onthe door 200) may be used to avoid interference between the aerodynamicassembly 300 and the side 160, 162 of the vehicle 150. The articulatinghinges may replace the door hinges 220 that are illustrated.

Turning now to FIG. 129, an alternate arrangement of the hinge 420 isillustrated. In particular, a hinge portion 420′ includes a linkage 420Lwith a first link 422 a, a second link 422 b, a third link 424 a, and afourth link 424 b. The first link 422 a may be rotatably connected tothe panel 400 at a first axis A122. The first link 422 a and the secondlink 422 b may be rotatably connected at a second axis A124. The link422 b and a rotatable joint portion 426 of the hinge portion 420′ may berotatably connected at a third axis A126. As depicted, the links 424 aand 424 b may be substantially mirrored versions of the links 422 a, 422b. In particular, the link 424 a may be rotatably connected to the panel400 at a first axis A132. The links 424 a and 424 b may be rotatablyconnected to each other at a second axis A134. And, the second link 424b and the rotatable joint portion 426 of the hinge portion 420′ may beconnected at a third axis A136. One or more or all of the axes A122,A124, A126, A132, A134, and/or A136 may be spring loaded and therebybias the hinge portion 420′ to extend outwardly away from the outside210 of the door 200 when the aerodynamic assembly 300 is at theretracted configuration 298 (see FIG. 129). A spring member 428 may beconnected between the axis A124 and the axis A134 and thereby urge thehinge portion 420′ to extend. The linkages of the hinge portion 420′ mayinclude stops that limit the extension of the linkages. In certainembodiments, the linkage structure may allow resilient displacement overdistances of up to about 0.25 inch. In certain embodiments, the linkagestructure may allow resilient displacement over distances of up to about0.5 inch. In certain embodiments, the linkage structure may allowresilient displacement over distances of up to about 1 inch. In certainembodiments, the linkage structure may allow resilient displacement overdistances of over 1 inch.

Turning now to FIGS. 17 and 18, the panel 450 (e.g., the side-topconnecting panel) will be described in detail. As depicted, the panel450 is generally triangular in shape. The panel 450 includes a firstedge 452, a second edge 454, and a third edge 456 in the depictedembodiment. In other embodiments, additional edges may be included. Thefirst edge 452 of the panel 450 is generally adjacent to the panel 350.The second edge 454 of the panel 450 is generally adjacent to the panel400. And, the third edge 456 of the panel 450 is generally adjacent tothe extended end 294 of the aerodynamic arrangement 280 when theaerodynamic arrangement 280 is in the deployed configuration 296. Incertain embodiments, the panel 450 may be made of panel material 466.The panel material 466 may be a plastic material, a composite material,or other panel-like material.

As illustrated at FIG. 13, the panel 450 may define a first axis A12 anda second axis A16. The panel 350 may also define the axis A12 andthereby be connected to the panel 450. Likewise, the panel 400 may alsodefine the axis A16 and thereby be connected to the panel 450. As thepanels 350, 400, and 450 include certain offsets from each other, thepanel 350 and the panel 450 may both rotate and translate along the axisA12 to accommodate movement of the aerodynamic assembly 300 from thedeployed configuration 296 to the transitioning configuration 297 andfurther to the retracted configuration 298. The panels 350 and/or 450may further translate and rotate with respect to each other along theaxis A12 as the aerodynamic assembly 300 is moved from the retractedconfiguration 298 to the transitioning configuration 297 and further tothe deployed configuration 296. In a similar manner, the panel 400 andthe panel 450 may both rotate and translate with respect to each otheralong the axis A16.

To further accommodate the offsets between the panels 350, 400, and 450,the hinge portions 420, 420′, 242, 244, and/or 370 may deform andthereby accommodate movement in addition to the translational androtational movement about the axes A12 and A16. Relative linear movementmay occur between components connected across the axes A22 and/or A24and thereby accommodate movement in addition to the translational androtational movement about the axes A12 and A16. Deformation of the hingeportions 420, 420′, 242, 244, and/or 370 and relative linear movementacross the axes A22 and/or A24 may accommodate movement in addition tothe translational and rotational movement about the axes A12 and A16.

As depicted, when the aerodynamic assembly 300 is at the deployedconfiguration 296, the panel 450 is generally parallel with the panel350. When the aerodynamic assembly 300 is in the retracted configuration298 the panel 350 and the panel 400 generally sandwich the panel 450(see FIGS. 42 and 44). The panel 450 is a connecting panel in thatrelative movements of the panel 350 are communicated into relativemovements of the panel 400. In addition, the panel 450 may communicaterelative movements from the panel 400 to the panel 350. In certainembodiments, the panel 450 may be fabric-like and substantially flexiblein all but a tensile direction. The joints defining the axis A12 betweenthe panel 350 and the panel 450 may be embodied in one or more simplehinges, live hinges, piano hinges, etc. The joints defining the axis A16between the panel 400 and the panel 450 may be embodied in one or moresimple hinges, live hinges, piano hinges, etc.

Turning now to FIG. 25, the panel 500 (e.g., the bottom panel) will bedescribed in detail. The panel 500 and the panel 400 include certainsimilarities. In certain embodiments, the panel 500 may be a mirrorimage of the panel 400. The panel 500 extends between a first edge 502and a second edge 504. As depicted, the first edge 502 is a front edgewhen the aerodynamic assembly 300 is in the deployed configuration 296.The second edge 504 may be a rear edge when the panel 500 is in thedeployed configuration 296. The panel 500 further extends between athird edge 506 (e.g., an outer edge) and a fourth edge 508 (e.g., aninner edge). As depicted, the panel 500 includes panel material 516 withan outside surface 516 o. In the depicted embodiment, the panel material516 is a solid panel material. In other embodiments, the panel material516 may include substantial holes and/or voids to allow snow, rain,dirt, and/or other foreign material to drop out of the cavity 290 of theaerodynamic arrangement 280.

As with the panel 400, the depicted panel 500 includes a hinge 510 and ahinge 520 (see FIG. 43). The hinge 510 may be substantially similar tothe hinge 410, and the hinge 520 may be substantially similar to thehinge 420. In this way, the panel 500 may accommodate the door 200opening to the wide-open configuration 218 with the outside surface 516o of the panel material 516 pressed against the side 160, 162 of thevehicle 150 thereby causing deformations similar to those of the panel400, as discussed above.

As depicted, the panel 500 may be shorter in length (e.g., from the edge502 to the edge 504) than the panel 400. In the depicted embodiment ofFIG. 31, the second edge 504 of the panel 500 is substantially adjacentto the second edge 404 of the panel 400 when the aerodynamic assembly300, 300A is at the retracted configuration 298. In other embodiments,for example as illustrated at FIG. 109, a portion 530 of the panel 500extends upwardly beyond the second edge 404 of the panel 400 when theaerodynamic assembly 300 is in the retracted configuration 298. Thepanel 500 may thereby overlap the panel 400 when the aerodynamicassembly 300 is at the retracted configuration 298.

In the embodiment depicted at FIG. 109, the overlapping portion 530 ofthe panel 500 is configured to tuck behind the panel 400. An overlappingedge 504′ of the panel 500 thereby extends past the second edge 404 ofthe panel 400. In the embodiment depicted at FIG. 109, the overlappingportion 530 is offset and thereby allows the second edge 404 of thepanel 400 to be in close proximity to the edge 504 of the panel 500 whenthe aerodynamic assembly 300 is at the retracted configuration 298.

In other embodiments, the overlapping portion 530 may be a continuationof the panel material 516 and thereby cause at least a portion of thepanel 400 to be positioned behind the overlapping portion 530 of thepanel 500 when the aerodynamic assembly 300 is at the retractedconfiguration 298. In still other embodiments, the panel 500 may overlapand be positioned rearward of the panel 400 when the aerodynamicassembly 300 is at the retracted configuration 298.

By overlapping the panels 400 and 500, the panels 400 and 500 may eachbe five feet long or longer in length and thereby extend to the maximumlegal extension of five feet longitudinally behind, for example, theoutside 210 of the door 200 when the aerodynamic assembly 300 is at thedeployed configuration 296. In certain embodiments, such overlappingportions 530 may include only panel material 416, 516 and therebycontribute to the overall longitudinal thickness of the aerodynamicassembly 300, when in the retracted configuration 298, by a thickness ofthe panel material 416, 516. The panel material 366, 416, 516 may rangein thickness from about three millimeters to about seven millimeters, incertain example embodiments.

Similar to the overlapping of the panels 400 and 500, the panel 350 ofthe right aerodynamic assembly 300R may overlap with the panel 350 ofthe left aerodynamic assembly 300L. In this way, the panel 350 may alsoextend the maximum legal length of five feet longitudinally, forexample, behind the outside 210 of the door 200.

Turning now to FIG. 18, the panel 550 (e.g., the side-bottom connectingpanel) will be described in detail. As depicted, the panel 550 includesa generally triangular shape. The panel 550 is illustrated with one ofthree sides of the generally triangular shape including two edges. Thepanel 550 thereby defines a four-sided shape. In particular, the panel550 extends between a first edge 552 and a second edge 554. The panel550 further includes a third edge 556 and a fourth edge 558. The firstedge 552 is generally adjacent the side panel 350. The second edge 554is generally adjacent the bottom panel 500. As depicted, the third edge556 extends generally co-linearly with the second edge 354 of the panel350 when the aerodynamic assembly 300 is at the deployed configuration296.

As illustrated at FIG. 14, an axis A14 is defined by both the panel 350and the panel 550. The panels 350 and 550 are thereby connected at theaxis A14 in a manner similar to the connection between the panels 350and 450 at the axis A12. The panels 500 and 550 define an axis A18. Thepanels 500 and 550 are connected along the axis A18 in a manner similarto the connection between the panel 400 and the panel 450 at the axisA16. As mentioned above, the panels include certain offsets from eachother. The offsets between the panels 350, 500, and 550 may require thatthe panels 350 and 550 both rotate and translate (i.e., slide) relativeto each other along the axis A14 and that the panels 500 and 550 bothrotate and translate with respect to each other about the axis A18. Inaddition, deformable hinges and the like may be used to accommodateoffsets between the panels 350, 500, and/or 550. The panel 550 mayfunction in a similar manner to the panel 450, described above.

As depicted at FIG. 32, the third edge 556 of the panel 550 may tuckunderneath a portion of the panel 400 when the aerodynamic assembly 300is at the retracted configuration 298. In this way, the panel 550 andthe panel 500 may be held in the retracted configuration 298 by thepanel 400 and may thereby not necessarily require a separate latchand/or holding mechanism. The overlapping of panels 400 and 500 (seeFIG. 109) may achieve similar results.

Turning now to FIGS. 37-47, a second example aerodynamic assembly 300Bis illustrated according to the principles of the present disclosure.The aerodynamic assembly 300B is similar to the aerodynamic assembly300A but includes an actuator 600B to move the aerodynamic assembly 300Bbetween the deployed configuration 296 and the retracted configuration298. Generically, the aerodynamic assembly 300B may be referred to as anaerodynamic assembly 300. The actuator 600B is similar to the actuator600A, described above. However, the actuator 600B further includes atorsion rod 630. The torsion rod 630 may be used to apply torsion to thecylinder portion 610 (e.g., a first portion) of the actuator 600B. Asmentioned above, applying the torsion to the cylinder portion 610 (e.g.,to the attachment lug 616) causes the actuator 600B to swing about theaxis A6. By swinging the actuator 600B about the axis A6, theaerodynamic assembly 300, 300B may be moved between the deployedconfiguration 296 and the retracted configuration 298. For convenienceof an operator, the torsion rod 630 extends downward and below the panel500. As depicted, the torsion rod 630 extends between a first end 632and a second end 634 (see FIGS. 40 and 41). The first end 632 may beattached to the attachment lug 616 of the cylinder portion 610. Thesecond end 634 of the torsion rod 630 may extend below the panel 500. Ahandle 640 may be attached to the second end 634 of the torsion rod 630.By moving the handle 640 between a first position 640 d, illustrated atFIGS. 37 and 38, and a second position 640 s, illustrated at FIGS. 44and 45, the angle β of the actuator 600, 600B about the axis A6 may bemanipulated and thereby move the aerodynamic assembly 300, 300B betweenthe deployed configuration 296 and the retracted configuration 298.

The handle 640 may be rotatably connected to the second end 634 of thetorsion rod 630 at an axis A30 (see FIGS. 40 and 86). By swinging thehandle 640 about the axis A30, the handle 640 may be stowed (i.e., movedto a stowed position 640 f), as illustrated at FIGS. 46 and 47. Forexample, when the aerodynamic assembly 300, 300B is at the retractedconfiguration 298, the handle 640 may be rotated upwardly adjacent thepanel 500 and thereby be positioned out of the way (see FIGS. 46 and47). The handle 640 may be maintained in the stowed position 640 f by adetent, a catch, and/or various other holding devices.

To move the aerodynamic assembly 300, 300B from the deployedconfiguration 296 to the retracted configuration 298, the stepsillustrated from FIGS. 37-47 may be implemented. In particular, theoperator may grab the handle 640 from underneath the panel 500 and/orfrom adjacent the side 160, 162 of the vehicle 150. As the handle 640 isrotated away from the outside 210 of the door 200 about the axis A6, theaerodynamic assembly 300, 300B enters the transitioning configuration297, as illustrated at FIGS. 39-41. Further rotation of the handle 640results in moving the aerodynamic assembly 300, 300B further toward theretracted configuration 298, as illustrated at FIGS. 42 and 43. Stillfurther rotation of the handle 640 results in the aerodynamic assembly300, 300B reaching the retracted configuration 298 (see FIGS. 44 and45). As illustrated at FIGS. 40, 46, and 47, the handle 640 may berotated upwardly about the axis A30 and thereby be stowed (i.e., movedto the stowed position 640 f). To move the aerodynamic assembly 300,300B from the retracted configuration 298 to the deployed configuration296, the above steps may generally be performed in reverse.

Turning now to FIGS. 48-62, a third example aerodynamic assembly 300C isillustrated according to the principles of the present disclosure. Theaerodynamic assembly 300C is similar to the aerodynamic assembly 300Bbut includes provisions for 180 degrees of rotation of a handle 640′about the axis A6. Generically, the aerodynamic assembly 300C may bereferred to as an aerodynamic assembly 300. The handle 640′ is similarto the handle 640, but is illustrated with an offset handhold portion646 (see FIG. 59). An actuator 600C includes a torsion rod 630′ (i.e., atorsion member) in addition to or in place of the torsion rod 630.

The torsion rod 630′ is adapted to undergo a substantial torsionaldeformation and thereby apply a torsional spring load. In certainembodiments, the torsion rod 630′ may be made of a spring-like material(e.g., spring steel, high tensile strength aluminum, etc.). In otherembodiments, the torsion rod 630′ may include a coil spring that isadapted to allow the torsion rod 630′ and/or the handle 640′ to rotateas the coil spring rotationally deforms. In certain embodiments, such atorsion spring may be positioned between an end 632′ of the torsion rod630′ adjacent the attachment lug 616. In certain embodiments, such atorsion spring may be positioned at an end 634′ of the torsion rod 630′adjacent the handle 640′. In certain embodiments, such a torsion springmay be positioned elsewhere (e.g., along the torsion rod 630′). In thedepicted embodiment, the torsion rod 630′ is adapted to undergosubstantial torsional deformation and thereby serve as a torsionalspring.

As illustrated at FIG. 51, the actuator 600, 600C and/or the actuatorextension axis A8 swings about the axis A6 and thereby changes the angleβ. In the illustrated embodiments, the range of the swing angle β issubstantially less than 180 degrees. As mentioned above, the swing angleβ of the actuator extension axis A8 may be about 97.6 degrees along theaxis A6. As illustrated at FIG. 51, the handle 640′ may define an angleγ with respect to the outside 210 of the door 200. In the illustratedembodiment, the angle γ of the handle 640 may be varied from about zerodegrees to about 180 degrees along the axis A6. As the actuatorextension axis A8 swings substantially less than 180 degrees, the handle640′ is attached to the torsion rod 630′ and the torsion rod 630′ isattached to the attachment lug 616 such that the excess rotationaltravel (e.g., about 180 degrees less the range of the swing angle β) ofthe handle 640′ is split into a portion occurring when the aerodynamicassembly 300, 300C is at the deployed configuration 296 and a portionoccurring when the aerodynamic assembly 300, 300C is at the retractedconfiguration 298. As depicted, the split results in the portions beingapproximately equal. In other embodiments, the excess rotational travelmay be increased at either the deployed configuration 296 or theretracted configuration 298 and result in a smaller excess angle portionremaining at the retracted configuration 298 or the deployedconfiguration 296, respectively.

The movement of the aerodynamic assembly 300C between the deployedconfiguration 296 and the retracted configuration 298 will now bedescribed in detail. FIGS. 48-50 illustrate the actuator 600C in anaerodynamic apparatus deployed—handle stowed configuration. When theactuator 600C is in this configuration, the aerodynamic assembly 300C isat the deployed configuration 296. At this configuration, torsion in thetorsion rod 630′ urges the handle 640′ away from the outside 210 of thedoor 200. However, a hook 650 a prevents the handle 640′ from rotatingabout the axis A6. The torsion present in the torsion rod 630′ in thisconfiguration further urges the attachment lug 616 to rotate about theaxis A6 and thereby urge the panel 350 to further open about the axisA22. A constraint, such as a stop or a travel limiting cable, may keepthe panel 350 from rotating beyond the deployed configuration 296, asshown at FIG. 48. The torsion rod 630′ thereby urges the panel 350toward the deployed configuration 296 and thereby urges the aerodynamicassembly 300C toward the deployed configuration 296. However, as thetorsion rod 630′ is made of a resilient material, a collision betweenthe aerodynamic assembly 300C and a foreign object may result in thetorsion rod 630′ allowing the aerodynamic assembly 300C to move towardthe transitioning configuration 297 and/or the retracted configuration298.

FIG. 52 illustrates the handle 640′ being released from the hook 650 a.To release the handle 640′ from the hook 650 a, the handle 640′ may berotated a slight amount toward the outside 210 of the door 200 andthereby be released from the hook 650 a and be free to rotate downwardabout the axis A30. In other embodiments, the hook 650 a is made of aresilient material and the handle 640′ may be rotated downward about theaxis A30 with the hook 650 a resiliently allowing the handle 640′ topass. Once the handle 640′ is free of the hook 650 a, the handle 640′may begin rotating outwardly away from the outside 210 of the door 200about the axis A6. As the handle 640′ is rotating in this direction, theextending torsional load 360′ is relaxed and diminishes the extendingload of the actuator 600C on the panel 350. As illustrated in theconfiguration at FIG. 53, no torsional load remains in the torsion rod630′ and the aerodynamic assembly 300C remains in the deployedconfiguration 296. As the handle 640′ is further rotated beyond theposition illustrated at FIG. 53, the aerodynamic assembly 300C movesfrom the deployed configuration 296 to the transitioning configuration297. As illustrated at FIGS. 54-56, the aerodynamic assembly 300C is ata transitioning configuration 297. Upon further rotation of the handle640′, the aerodynamic assembly 300C reaches the retracted configuration298, as illustrated at FIGS. 57 and 58. FIG. 59 illustrates the handle640′ further rotated toward a hook 650 b. As the handle 640′ is rotatedbeyond the position illustrated at FIGS. 57 and 58, a retractingtorsional load is developed in the torsion rod 630′. The retractingtorsional load acts to urge the aerodynamic assembly 300C toward theretracted configuration 298. The torsion rod 630′ may thereby serve tokeep and urge the aerodynamic assembly 300C toward the retractedconfiguration 298. The handle 640′ may be captured by the hook 650 b bylifting the handle 640′ up from the position shown at FIG. 59 to theposition shown at FIG. 62. The hook 560 b may be similar to the hook 650a. The handle 640′ may be engaged with the hook 650 b in a mannersimilar to the engagement with the hook 650 a. In particular, the hook650 b may be a resilient hook. The handle 640′ may be spring-loadedagainst the hook 650 b in the configuration illustrated at FIG. 62.

The method of moving the aerodynamic assembly 300C from the retractedconfiguration 298 toward the transitioning configuration 297 and towardthe deployed configuration 296 is substantially the reverse of the abovesteps. As the panel 500 is at the retracted configuration 298, asillustrated at FIGS. 60-62, access to the handhold portion 646 of thehandle 640′ is substantially unobstructed.

Turning now to FIGS. 63-70, a fourth example aerodynamic assembly 300Dis illustrated according to the principles of the present disclosure.The aerodynamic assembly 300D is similar to the aerodynamic assembly300C except that the actuator 600C has been replaced with an actuator600D. The actuator 600D is similar to the actuator 600C except that thecylinder portion 610 and the rod portion 620 have been replaced by alinkage assembly 660. The linkage assembly 660 includes a firstattachment lug 616′ that generally replaces the attachment lug 616 ofthe actuator 600C. The linkage assembly 660 further includes a secondattachment lug 626′ that generally replaces the attachment lug 626 ofthe actuator 600C. The attachment lug 616′ therefore rotates about theaxis A6, and the attachment lug 626′ rotates about the axis A10. Theattachment lug 616′ may be rotated about the axis A6 by the torsion rod630′ in a manner similar to the rotation of the attachment lug 616 ofthe actuator 600C. However, rather than being connected by the cylinderportion 610 and the rod portion 620, the attachment lug 616′ isconnected to the attachment lug 626′ by a first linkage 670 a and asecond linkage 670 b. The linkages 670 a and 670 b may be substantiallysimilar to each other. However, as depicted at FIG. 66, the linkage 670a and 670 b are opposite each other about a substantially horizontalplane. In certain embodiments, both of the linkages 670 a and 670 b areused to connect the attachment lug 616′ to the attachment lug 626′. Inother embodiments, linkages 670 a or 670 b may be used. As depicted, thelinkages 670 a and 670 b operate in a substantially vertical plane thatis swung about the axis A6. In other embodiments, the linkages 670 aand/or 670 b may operate in other planes and/or may be linkages that arethree dimensional linkages rather than planer linkages.

As depicted, each of the linkages 670 a, 670 b include two links 680. Asdepicted, the links 680 may be substantially identical to each other. Asdepicted at FIG. 69, each of the links 680 may extend between a firstend 682 and a second end 684. As depicted, the first end 682 may be afemale end and the second end 684 may be a male end. The connections ofthe linkage assembly 660 may include a rotational connection about anaxis A62 between a first link 680 a and the attachment lug 616′. Thefirst link 680 may be further connected to a second link 680 b at anaxis A64. The second link 680 b may be further connected to theattachment lug 626′ at an axis A66. A third link 680 c may be connectedto the attachment lug 616′ at an axis A72. The link 680 c may beconnected to a link 680 d at an axis A74. The link 680 d may beconnected to the attachment lug 626′ at an axis A76. A spring 690 mayurge the axes 64 and 74 toward each other and thereby urge the linkageassembly 660 to extend along the actuator extension axis A8. Asillustrated at FIG. 69, the first end 682 of the links 680 a and 680 cmay be positioned over the male portions of the attachment lug 616′. Thesecond ends of the links 680 b and 680 d may be positioned within afemale portion of the attachment lug 626′. The second end 684 of thelink 680 a may be attached to the first end 682 of the link 680 b byinserting the male portion of the link 680 a into the female portion ofthe link 680 b. Links 680 c and 680 d follow a similar construction tolinks 680 a and 680 b. As illustrated, the links may carry a bendingload across the axes A62, A64, A66, A72, A74, A76. A torsional loaddelivered by the torsion rod 630, 630′ may thereby urge the linkageassembly 660 to swing about the axis A6 and thereby urge the axis A10 ofthe panel 350 to swing about the axis A22. The panel 350 may thereby beswung between the deployed configuration 296 and the retractedconfiguration 298. In the depicted embodiment, the spring 690 urges theactuator 600D to position the aerodynamic assembly 300D in the deployedconfiguration 296. In other embodiments, a spring similar to the spring690 may be connected between the attachment lug 616′ and the attachmentlug 626′ and thereby urge the aerodynamic assembly 300D toward theretracted configuration 298.

Turning now to FIGS. 71-90, a fifth example aerodynamic assembly 300E isillustrated according to the principles of the present disclosure. Theaerodynamic assembly 300E is similar to the aerodynamic assembly 300Dbut further includes two examples of boost actuators to move theaerodynamic assembly 300E away from the retracted configuration 298. Incertain embodiments, the mechanical advantage of the actuators 600A,600B, 600C, 600D may be a low mechanical advantage when the aerodynamicassembly 300 is at the retracted configuration 298. This may be desiredas it may allow the aerodynamic assembly 300 to remain stable and/orstationary at the retracted configuration 298 unless actuated. The lowmechanical advantage may also result from a thin overall design of theaerodynamic assembly 300 when the aerodynamic assembly 300 is at theretracted configuration 298. A first boost actuator 700 is illustratedattached to the panel 400, and a second boost actuator 750 isillustrated operating on the panel 500 in the depicted embodiment. Inother embodiments, one or more boost actuators 700 may be mounted on thepanels 350, 400, 450, 500, and/or 550. Likewise one or more boostactuators 750 may operate on the panel 350, 400, 450, 500 and/or 550.The boost actuator 700 and 750 may be used together or separately on thesame panel 350, 400, 450, 500, 550. The boost actuator 700, 750 may eachoperate to move one or more of the panels 350, 400, 450, 500, 550 abouta relatively small angular distance along their respective mounting axes(e.g., A22, A24, A26), respectively. Upon moving the relatively smallangular distance, the actuator 600A, 600B, 600C, 600D may gainmechanical advantage and thereby continue the movement of theaerodynamic assembly 300 toward the deployed configuration 296. Inaddition, the axes A22, A24, A26 and/or other axes may include torsionalsprings that assist in the deployment of the panels 350, 400, 450, 500,550, respectively. The torsional springs may operate over a partialrange of the respective swing movement of the panels 350, 400, 450, 500,550, or may operate over a full range of the panel 350, 400, 450, 500,500 movement about the axes (e.g., axes A22, A24, and/or A26),respectively. The torsional springs may provide a greater deployingtorque when the aerodynamic assembly 300 is at or near the retractedconfiguration 298 and a diminished torsional load when the aerodynamicassembly 300 is at or near the deployed configuration 296.

Turning now to FIGS. 72, 75, and 78, the boost actuator 700 isillustrated as including a spring 710, a catch 720, and a latch 730. Asillustrated at FIG. 72 the spring 710 has been compressed by the closingaction of the panel 400. In certain embodiments, the closing action maybe a slamming action similar to the closing of a car hood. In suchembodiments, momentum of the swinging panel 400 is arrested andcushioned by the spring 710, and energy from the momentum of the panel400 is captured by the spring 710. As illustrated at FIG. 75, the catch720 displaces a latch 730 during the closing action of the panel 400.The spring 710 is thereby trapped in the compressed configuration.However, the spring 710 may be released by triggering the latch 730.FIG. 78 illustrates the latch 730 after triggering and thereby releasingthe spring 710 and causing the spring 710 to extend thereby rotating thepanel 400 about the axis A24. Shortly after the latch 730 has beentriggered, the latch 730 may be returned (e.g., by a return spring) to aready position (see FIG. 75). And thereby be ready to receive and trapthe catch 720 once again.

As illustrated at FIGS. 73, 76, 79, 83, and 86, the latch 730 may beremotely actuated. In the depicted embodiment, the latch 730 is remotelyactuated by the handle 640 or 640′. In the depicted embodiment, a remotelinkage 800 transfers the latch releasing movement of the handle 640 or640′ to result in movement of the latch 730. In particular, a linkageportion 810 is attached to the handle 640 or 640′. The linkage portionincludes a link 816 and a sliding member 820. By rotating the handle 640or 640′ about the axis A30, a connection at an axis A32 between thehandle 640 or 640′ moves the link 816. The link 816 in turn moves thesliding member 820 along the axis A36. The sliding member 820 may slidealong a center of the torsion rod 630 or 630′ and thereby transfer themotion to the end 632 or 632′ of the torsion rod 630 or 630′. A yolk mayrelieve torsional stresses on the sliding member 820 as the handle ispivoted about the axis A6. In other embodiments, torsional windup mayoccur over the length of the sliding member 820. The yolk 824 furthertransfers the motion into a cable 830 a. As shown between FIGS. 88 and90, motion of the cable 830 a moves the latch about an axis A46 andthereby may release the latch 730.

Turning now to FIGS. 87 and 89, the boost actuator 750 will be describedin detail. Like the boost actuator 700, the boost actuator 750 mayreceive movement input from rotation of the handle 640 or 640′ (e.g., ina vertical direction). The remote linkage 800 may transfer the movementof the handle through a cable 830 b similar to that described above withrespect to cable 830 a. As illustrated at FIG. 87, movement of the cable830 b results in linear movement along an axis A44. The movement alongthe axis A44 is transferred to a link 760 that is rotatably connected toan end of the cable 830 b about a rotational axis A48. The link 760 isfurther rotationally attached to a shoe 770 at a rotational axis A50.Movement of the link 760 causes the shoe 770 to rotate about an axis A52mounted to the door 200. As illustrated in the movement between FIGS. 75and 78, rotation of the shoe 770 urges the panel 500 to rotate about theaxis A26. The shoe 770 may be made of a leaf spring material. The shoe770 may include a cam shape and thereby have a variable mechanicaladvantage at various portions of its movement.

Turning now to FIGS. 91-96, a sixth example aerodynamic assembly 300F isillustrated according to the principles of the present disclosure. Theaerodynamic assembly 300F is similar to the aerodynamic assembly 300E,but further includes an upper linkage arrangement 850U and lower linkagearrangement 850L. The terms “upper” and “lower” describe the depictedembodiment. Other embodiments may include other orientations.

The linkage arrangement 850U functions in a manner similar to the panel450 in that it coordinates movement between the panel 350 and the panel400. The linkage arrangement 850U includes a link 860U that connects thepanel 350 to the panel 400. In particular, the link 860U extends betweena first end 862U and a second end 864U. A first connection 866U ispositioned at or near the end 862U, and a connection 868U is positionedat or near the end 864U. The connection 866U connects the end 862U ofthe link 860U to the panel 350. Likewise, the connection 886U connectsthe end 864U of the link 860U to the panel 400. In certain embodiments,the connections 866U and 868U include spherical joints. As the joints ofthe linkage arrangement 850U are spherical joints rather than jointsacross an axis, the linkage arrangement 850U avoids problems withbinding (e.g., from the various offsets between the panel 350 and thepanel 400). As depicted, the connection 866U is made to the frame of thepanel 350. Likewise, the connection 868U is made to the frame of thepanel 400. As depicted at FIGS. 91-96, the aerodynamic assembly 300Fincludes a filler 450′ between the panel 350 and the panel 400. Incertain embodiments, the filler 450′ may include panel material andfunction in a similar manner to the panel 450. In other embodiments, thefiller 450′ is made of a fabric material and may be attached and securedat or near the edge 356 of the panel 350 and at or near the edge 406 ofthe panel 400. In certain embodiments, the filler 450′ may be made offabric. Such fabric may include sale cloth, a rubberized tarp material,a cloth material, etc. In certain embodiments, the fabric issubstantially rigid in a tensile direction. In other embodiments, thefabric may be stretchable and expandable when pulled on. As illustrated,the linkage arrangement 850U is positioned within the cavity 290 of theaerodynamic arrangement 280, when deployed. In this way, the linkagearrangement 850U is generally out of a flow of air when the vehicle 150is moving. Linkage arrangement 850L is similar to the linkagearrangement 850U. The linkage arrangement 850L joins the panel 350 tothe panel 500. The linkage arrangement 850L functions similar to thepanel 550 in that it connects the panel 350 to the panel 500. Thelinkage arrangement 850L includes a link 860L that extends between afirst end 862L and a second 864L. The linkage arrangement 850L includesa connection 866L between the end 862L of the link 860L and the panel350. Likewise, the connection 868L connects the end 864L of the link860L to the panel 500. The aerodynamic assembly 300F may include afiller 550′ similar to the filler 450′. The filler 550′ may be made ofpanel material or may be made of fabric similar to the filler 450′. Thefiller 550′ connects to the panel 350 at or near the edge 358 of thepanel 350. The filler 550′ further connects to the panel 500 at or nearthe edge 508 of the panel.

Turning now to FIGS. 97-111 a seventh example aerodynamic assembly 300Gis illustrated according to the principles of the present disclosure.The aerodynamic assembly 300G is similar to the aerodynamic assembly300F in that linkages are used to coordinate movement between the panel350 and the panels 400 and 500. In particular, the aerodynamic assembly300G includes a linkage arrangement 900U and a linkage arrangement 900L.The linkage arrangement 900U is similar to the linkage arrangement 850Uand includes a link 910U that extends between an end 912U and an end914U. As illustrated, the linkage arrangement 900U includes a connection916U at or near the end 912U and includes a connection 918U at or nearthe end 914U. As illustrated at FIGS. 100, 103, and 106, the connections916U and 918U do not include a spherical joint. The connections 916U and918U instead include three axes that intersect at a point.

The link 910U includes a link member 920 that extends between a firstend 922 and a second end 924. The link member 920 generally defines anaxis A80. At the end 922 the link member further defines an axis A86that perpendicular to the axis A80. A rotatable male member 930 alsodefines the axis A86 and is rotatable relative to the link member 920about the axis A86. The rotatable male member 930 further defines anaxis A88 that is generally perpendicular to the axis A86. The framemember of the panel 350 defines an axis A90. A rotatable female member940 also defines the axis A90 and is rotatable relative to the framemember of the panel 350 about the axis A90. The rotatable female member940 also defines the axis A88. The rotatable male member 930 and therotatable female member 940 are rotatable with respect to each other atabout the axis A88. The connection 916U is thereby defined by the axesA86, A88, and A90. These three axes A86, A88, A90 intersection at apoint P1. The connection 916U thereby provides three rotational degreesof freedom between the link 91U and the side panel 350.

The end 924 of the link member 920 is connected to a second rotatablemember 930B. The rotatable male member 930B also defines the axis A80and is rotatably mounted about the axis A80 to the link member 920. Therotatable male member 930 further defines an axis A82. The panel 400defines an axis A84. A second rotatable female member 940 is rotatablymounted to the panel 400 about the axis A84. In particular, the frame ofthe top panel 400 defines the axis A84. The second rotatable femalemember 940 b is therefore rotatable with respect to the frame of thepanel 400 about the axis A84. The second rotatable female member 940Bfurther defines the axis A82. The second rotatable male member 930B andthe second rotatable female member 940B are therefore rotatable relativeto each other about the axis A82. The connection 918U is thereby definedby the axes A80, A82, and A84 which intersect with each other at a pointP2. The connection 918U thereby provides three rotational degrees offreedom between the link 910U and the panel 400. The link 910L includesa similar construction.

In certain embodiments, one or more of the rotatable joints about one ormore of the axes A80, A82, A84, A86, A88, A90 may be locked or may bedeleted. For example, in the depicted embodiment, the second malerotatable member 930B is held with respect to the link member 920 and norotation occurs between the link member 920 and the second rotatablemale member 930 b. In this way, the link member 920 avoids interferingwith the panel 350 as the aerodynamic assembly 300G is moved between thedeployed configuration 926 and the retracted configuration 928. Asillustrated at FIGS. 100, 103, 106, 109, and 111, the link member 920rotates and extends over the panel 350 without interference. Inparticular, an offset is created between the axis A80 and the point P1that allows the link 910U to be positioned within the cavity 290 of theaerodynamic arrangement 280 when the aerodynamic assembly 300G is in thedeployed configuration 296. When the aerodynamic assembly 300G is movedtoward the transitioning configuration 297 and the retractedconfiguration 298, the link 910U becomes positioned around the panel 350as shown in the sequence of FIGS. 99, 102, 105, and 108. Furthermore,the link 910U occupies a same layer as the frame of the panel 400 andthereby does not add to a thickness of the aerodynamic assembly 300Gwhen the aerodynamic assembly 300G is at the retracted configuration298. Furthermore, the joints that operate along the various axes A80,A82, A84, A86, A88, A90 may be spring loaded and/or may includerotational stops that produce the desired movement of the linkagearrangement 900U. The spring loading may further assist in deployingand/or retracting the aerodynamic assembly 300G. The construction of thelinkage arrangement 900L and linkage arrangement 900U is similar.

In certain embodiments, when the aerodynamic arrangement 280 isconfigured in the retracted configuration 298, there are only two framelayers of the aerodynamic arrangement 280. The first frame layer ispositioned next to the door 190, 200 and is also shared with the lockrod(s) 256. The actuation linkage and/or the actuation cylinder of theactuator 600 may also share the first frame layer. The panel material366 of the panel 350 may lay on the first frame layer. The panelmaterial 366 may be as thin as 3-6 millimeters.

The second frame layer may include the frames for the upper and lowerpanels 400, 500. If linkages are used instead of connecting panels 450,550, then the second frame layer may holds these as well.

A fabric layer, if used, may be positioned between the connecting linksand the side panel 350. The fabric layer may stay triangular throughoutits range of motion. Thus, the fabric would not bunch. Panels with loosehinge or connections could alternatively be used. These panels may bethicker than the fabric.

The upper and lower panels 400, 500 may also add an outer panel materiallayer.

The only layers near the hinge may be the side panel material layer andthe top/bottom panel outer material layer. Thus, with spring hinges forthe top and bottom panels 400, 500 and/or the side panel 350, littlethickness (e.g., 6-12 mm) may be taken by the aerodynamic device 280near the door hinges. The doors 190, 200 may thereby open as far asconventional truck/trailer doors.

A linkage may stow the aerodynamic device 300 as the door 190, 200 isopened and also may deploy the aerodynamic device 300 as the door 190,200 is closed (see FIGS. 131-138). This linkage may depend on doormovement and can be overridden so that the aerodynamic device 300 can bestowed with the door 190, 200 closed.

A frame structure of the aerodynamic device 300 may provide a perimeterthat extends between the inboard top panel hinge and the inboard bottompanel hinge when the aerodynamic assembly is deployed. Some of the framesegments could be pressurized plastic tubing. In particular a firstsegment may belong to the upper panel frame, a second segment may belongto the upper link, a third segment may belong to the side panel frame, afourth segment may belong to the lower link, and a fifth segment maybelong to the lower panel frame. As the side, top, and bottom panelshave stiffness and the actuator is pushing outward on them, frames maynot necessarily be needed that connect all the way to the outboardspring hinges. Thus, thin material (e.g., 3 mm materiel) may be used.

The various embodiments described above are provided by way ofillustration only and should not be construed to limit the claimsattached hereto. Those skilled in the art will readily recognize variousmodifications and changes that may be made without following the exampleembodiments and applications illustrated and described herein, andwithout departing from the true spirit and scope of the disclosure.

What is claimed is:
 1. An aerodynamic drag reducing apparatus adaptedfor mounting behind a vehicle, the aerodynamic drag reducing apparatuscomprising: a side panel adapted to move between a deployed position anda stowed position; an actuator arrangement connected between a firstconnection to the side panel and a second connection to the vehicle, theactuator arrangement defining an actuator extension axis between thefirst connection and the second connection; a top panel adapted to movebetween a deployed position and a stowed position; an interconnectingmember connected between the side panel and the top panel; a bottommember adapted to move between a deployed position and a stowedposition; and a bottom interconnecting member connected between the sidepanel and the bottom member; wherein the interconnecting membercoordinates movement between the side and top panels such that they eachmove together between the deployed positions and the stowed positions,respectively; wherein the bottom interconnecting member coordinatesmovement between the side panel and the bottom member such that theyeach move together between the deployed positions and the stowedpositions, respectively; and wherein the top panel overlaps the bottominterconnecting member when the side panel and the bottom member are atthe stowed positions.
 2. The aerodynamic drag reducing apparatus ofclaim 1, wherein the side panel includes a frame and a panel and whereinthe panel of the side panel mounts to the vehicle via a set of hingesand the actuator arrangement mounts to the frame of the side panel. 3.The aerodynamic drag reducing apparatus of claim 2, wherein the frame isa partial frame.
 4. The aerodynamic drag reducing apparatus of claim 1,wherein the top panel at least helps retain the bottom member in therespective stowed position by overlapping the bottom interconnectingmember when the top panel is at the respective stowed position.
 5. Theaerodynamic drag reducing apparatus of claim 1, wherein theinterconnecting member includes an interconnecting panel.
 6. Theaerodynamic drag reducing apparatus of claim 1, wherein the bottommember includes a bottom panel.
 7. The aerodynamic drag reducingapparatus of claim 1, wherein the actuator arrangement includes anactuator that extends and retracts along the actuator extension axis. 8.An aerodynamic drag reducing apparatus adapted for mounting behind avehicle, the aerodynamic drag reducing apparatus comprising: a sidepanel adapted to move between a deployed position and a stowed position;an actuator arrangement connected between a first connection to the sidepanel and a second connection to the vehicle, the actuator arrangementdefining an actuator extension axis between the first connection and thesecond connection; a top panel adapted to move between a deployedposition and a stowed position; an interconnecting member connectedbetween the side panel and the top panel; a bottom panel adapted to movebetween a deployed position and a stowed position; and a bottominterconnecting member connected between the side panel and the bottompanel; wherein the interconnecting member coordinates movement betweenthe side and top panels such that they each move together between thedeployed positions and the stowed positions, respectively; wherein thebottom interconnecting member coordinates movement between the side andbottom panels such that they each move together between the deployedpositions and the stowed positions, respectively; and wherein theactuator arrangement includes an actuation rod that extends below thebottom panel.
 9. The aerodynamic drag reducing apparatus of claim 8,wherein the actuation rod applies a first spring torsion load that urgesthe side panel to the deployed position when the actuation rod isconfigured to deploy the aerodynamic drag reducing apparatus, whereinthe actuation rod applies a second spring torsion load that urges theside panel to the stowed position when the actuation rod is configuredto stow the aerodynamic drag reducing apparatus.
 10. An aerodynamic dragreducing apparatus adapted for use adjacent a rear door of a vehicle,the aerodynamic drag reducing apparatus comprising: a panel mountingarrangement including a vehicle attachment and a panel attachment, thepanel mounting arrangement attached to the vehicle at the vehicleattachment, and the panel mounting arrangement configurable at a firstconfiguration and a second configuration; and an aerodynamic panelattached to the panel mounting arrangement at the panel attachment andmoveable between a deployed position substantially behind a rear of thevehicle and a compact stowed position substantially alongside a side ofthe vehicle, the panel mounting arrangement configured at the firstconfiguration when the aerodynamic panel is at the deployed position andthe panel mounting arrangement configured at the second configurationwhen the aerodynamic panel is at the compact stowed position; wherein adistance between the vehicle attachment and the panel attachment of thepanel mounting arrangement is reduced when the panel mountingarrangement is reconfigured from the first configuration to the secondconfiguration.
 11. The aerodynamic drag reducing apparatus of claim 10,wherein the distance is substantially perpendicular to a rear surface ofthe rear door.
 12. The aerodynamic drag reducing apparatus of claim 11,wherein the panel mounting arrangement includes a leaf spring betweenthe vehicle attachment and the panel attachment.
 13. The aerodynamicdrag reducing apparatus of claim 12, wherein the panel attachmentincludes a hinge joint.
 14. The aerodynamic drag reducing apparatus ofclaim 10, wherein the distance is substantially perpendicular to asurface of the aerodynamic panel.
 15. The aerodynamic drag reducingapparatus of claim 14, wherein the panel mounting arrangement includes aflexure between the vehicle attachment and the panel attachment.
 16. Theaerodynamic drag reducing apparatus of claim 14, wherein the panelmounting arrangement includes a collapsing linkage between the vehicleattachment and the panel attachment.
 17. The aerodynamic drag reducingapparatus of claim 14, wherein the vehicle attachment includes a hingejoint.
 18. The aerodynamic drag reducing apparatus of claim 10, whereinthe panel mounting arrangement is adapted to be compressed when the reardoor is opened against the side of the vehicle thereby configuring thepanel mounting arrangement at the second configuration.
 19. Theaerodynamic drag reducing apparatus of claim 10, wherein the aerodynamicpanel is a side aerodynamic panel, and wherein the vehicle attachment ofthe panel mounting arrangement is attached to a door frame of thevehicle.
 20. The aerodynamic drag reducing apparatus of claim 10,wherein the aerodynamic panel is a top aerodynamic panel, and whereinthe vehicle attachment of the panel mounting arrangement is attached tothe rear door of the vehicle.
 21. The aerodynamic drag reducingapparatus of claim 10, wherein the panel mounting arrangement is adaptedto expand when the rear door is moved away from against the side of thevehicle thereby configuring the panel mounting arrangement at the firstconfiguration.